Basic Aviation Legislation For Malaysian Engineers (First e

Basic Aviation Legislation
for Malaysian Aircraft

Engineers
(First Edition)
Hj Muzaffar Dato’ Hj Mohamad

Basic Aviation Legislation for Malaysian Aircraft Engineers
(First Edition)
Hj Muzaffar Dato’ Hj Mohamad
 Pustaka BSM Entrprise 2003
All rights reserved. This publication is copyrighted. Extraction of content

other than for private study is prohibited and is subjected to written consent
from the publishers
ISBN-983-3020-00-3
TABLE OF CONTENTS
0- Preface
Chapter 1: Basic Regulatory Framework

1- THE INTERNATIONAL CIVIL AVIATION FRAMEWORK
Introduction … … … … … … … … 1
Chicago Convention … … … … … … 1
ICAO- International Civil Aviation Organisation … … … 1
Contracting States … … … … … … … 2
ICAO Annexes … … … … … … … 2
2- MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK

Civil Aviation Regulations 1996 (MCAR) … … … … 3
3- MALAYSIAN CIVIL AVIATION ADMINISTRATION

Department of Civil Aviation (DCA) … … … … … 6
Airworthiness Division … … … … … … 6
4- IMPORTANT FOREIGN AIRWORTHINESS AUTHORITIES

Civil Aviation Authority of United Kingdom (CAA)… … … 7
Federal Aviation Administration (FAA) of the United States … 7
Joint Aviation Authorities (JAA) of the European Union … … 7
5- AIRWORTHINESS CODES
Concept of Airworthiness … … … … … … 8
British Civil Airworthiness Requirements (BCAR) … … … 8
Amendments to the BCAR’s … … … … … … 10
Joint Airworthiness Requirements (JAR) … … … … 10
Federal Aviation Regulations (FAR) … … … … … 10
Airworthiness Notices… … … … … … … 12
Chapter 2: Approval of Operators

6- LICENSING OF AIR SERVICES
Introduction … … … … … … … … 13
Air Service Licence … … … … … … … 13
Air Service Permit … … … … … … … 13
i
7- AIR OPERATOR CERTIFICATE
Introduction … … … … … … … … 14
Operational Specifications … … … … … … 14
8- REGISTRATION OF AIRCRAFT
Introduction … … … … … … … … 16
Registration of Aircraft … … … … … … 16
Registration Marking of Malaysian Aircraft … … … … 17
Chapter 3: Approval of Aircraft And Parts Design

9- AIRCRAFT DESIGN CERTIFICATION
Introduction … … … … … … … … 19
Aircraft Design Standards … … … … … … 19
Fail Safe Philosophy … … … … … … … 19
FAR/JAR 23/25: AIRWORTHINESS STANDARDS … … 21
Introduction … … … … … … 21
Aeroplane Categories Under FAR/JAR 23 … … … 21
Aeroplane Categories Under FAR/JAR 25 … … … 21
Scope of Standards … … … … … … 22
FAR 36: NOISE CERTIFICATION … … … … … 22
Introduction … … … … … … … 22
Noise Categories … … … … … … 22
Stage 2… … … … … … … … 22
Stage 3… … … … … … … … 22
10 - TYPE CERTIFICATION
Introduction … … … … … … … … 24
Definition … … … … … … … … 24
Basis of Certification … … … … … … … 24
Conformity … … … … … … … … 26
Flight testing … … … … … … … … 26
Type Certificate … … … … … … … 26
Changes to the Type Certificate … … … … … 28
Type Certificate Data Sheet … … … … … … 28
Supplemental Type Certificate … … … … … 28
Certification Documents … … … … … … 30
Production Certification … … … … … … 30
Stages in an Airline Programme … … … … … 32
11- CERTIFICATION OF AIRCRAFT PARTS

Introduction … … … … … … … … 35
Technical Standard Order system (TSO) … … … … 35
Parts Manufacturing Approval (FAA-PMA) … … … … 35
ii
Chapter 4: Airworthiness of Aircrafts
12 - CERTIFICATE OF AIRWORTHINESS
Introduction … … … … … … … … 36
Issue and renewal of certificate of airworthiness. … … … 36
Special category … … … … … … … 37
Permit to fly … … … … … … … … 38
Validity of the Certificate of Airworthiness … … … … 41
Renewal Procedure for Certificate of Airworthiness … … … 41
Issue of Certificate of Airworthiness for Export … … … 42
13 - FLIGHTS UNDER “A “, “B “AND “C “CONDITIONS

Introduction … … … … … … … … 43
General Rules for “A” and “B” Conditions … … … … 43
“A “Conditions … … … … … … … 43
Certificate of Fitness for Flight … … … … … 44
‘B’ Conditions… … … … … … … … 44
“C” Conditions … … … … … … … 46
14 - FLIGHT MANUAL
Introduction … … … … … … … … 47
General Rules … … … … … … … … 47
Amendments … … … … … … … … 47
15 - AIRWORTHINESS DIRECTIVES
Introduction … … … … … … … … 50
Definition … … … … … … … … 50
Distribution … … … … … … … 50
Contents of an Airworthiness Directive … … … … 51
Applicability of Ads … … … … … … … 51
Effective dates… … … … … … … … 51
Compliance time … … … … … … … 51
Recurring/periodic ADs … … … … … … 52
Alternative or equivalent means of compliance … … … 52
Reference to Manufacturer's Service Bulletins in Ads … … 52
16 - AIRWORTHINESS DIRECTIVES : DCA PROCEDURES

Compliance … … … … … … … … 54
Requirements … … … … … … … … 54
17- AIRWORTHINESS DIRECTIVES : CAA PROCEDURES

UK Manufactured Products … … … … … … 55
Mandatory Aircraft Modifications And Inspections Summary
(MAMIS) … … … … … … … … 55
Non-UK Manufactured Aircraft and Parts … … … … 55
iii
CAA Additional Airworthiness Directives … … … … 56
CAA Emergency Airworthiness Directives … … … … 56
18 - DEFERRED MAINTANENCE MEL / CDL

Introduction … … … … … … … … 57
MINIMUM EQUIPMENT LIST (MEL)
Definition … … … … … … … 57
Master Minimum Equipment Lists (MMEL) … … … 58
Operator Minimum Equipment Lists (MEL) … … … 60
MEL Repair Interval … … … … … … 60
Approval of Operator MEL … … … … … 61
Deferral Procedures … … … … … … 61
CONFIGURATION DEVIATION LIST (CDL)
Definition … … … … … … … 64
Handling CDL items … … … … … … 64
DISPATCH DEVIATION GUIDE (DDG)
Introduction … … … … … … 66
Definition … … … … … … … 66
19 - CERTIFICATE MAINTANENCE REQUIREMENTS (CMR)

Introduction … … … … … … … … 68
Definition … … … … … … … … 68
CMRs and Normal Maintenance Tasks … … … … 68
CMRs and Maintenance Programmes … … … 68
20 - MAINTANENCE
Introduction … … … … … … … … 70
Definition … … … … … … … … 70
Failure Management … … … … … … … 70
Fault tolerance … … … … … … … … 71
Chapter 5: Aircraft Maintenance Programme

21 - MAINTANENCE PROCESSES
Introduction … … … … … … … … 72
Hard Time … … … … … … … … 72
Reliability-centred maintenance (RCM) processes … … … 73
On condition … … … … … … … … 73
Condition Monitoring … … … … … … … 73
22 - MAINTENANCE PROGRAMME
Introduction … … … … … … … … 75
Hard Time Methodology … … … … … … 75
Condition Monitored Maintenance (MSG-3) … … … … 76
iv
23 - SCHEDULED MAINTENANCE PROGRAMME (MSG-3)
Introduction … … … … … … … … 77
Objectives … … … … … … … … 77
MSG-3 Methodology … … … … … … … 79
Schedule Maintenance Content … … … … 80
MSI Analysis … … … … … … … … 81
Task interval definition … … … … … … 81
Cycle-influenced items … … … … … … 81
Time-influenced items … … … … … … 82
Maintenance recommendations … … … … 82
Maintenance Review Board … … … … … … 82
Maintenance Review Board report … … … … … 82
24 - MAINTENANCE CHECKS
Introduction … … … … … … … … 84
Maintenance Planning Document … … … … … 84
Task cards … … … … … … … … 84
Schedule Maintenance Package … … … … … 85
Block maintenance … … … … … … … 85
The service checks … … … … … … … 85
The letter checks … … … … … … … 87
The A check … … … … … … … … 87
The B check … … … … … … … … 87
The C check … … … … … … … … 88
The D check … … … … … … … … 88
Phased checks … … … … … … … … 88
Calendar checks … … … … … … … 89
Special inspection programs … … … … … … 89
Aging aircraft programme … … … … … … 89
Supplemental structural inspection programmes … … … 89
Aging systems programs … … … … … … 90
25 - MAINTENANCE PACKAGE
Introduction … … … … … … … … 91
Check packages … … … … … … … 91
Check package completion … … … … … … 91
26 - MAINTENANCE PACKAGE INTERVAL CHANGE

Introduction … … … … … … … … 92
Escalation … … … … … … … … 92
Short-term escalation … … … … … … … 92
Permanent escalations … … … … … … … 93
27 - AMENDMENTS TO MAINTENANCE PROGRAMME

General … … … … … … … … 95
Adding aircraft to program … … … … … … 95
v
Bridging Check/Proration… … … … … … … 95
Manufacturer’s amendments to the Maintenance Programme 96
28 - DCA APPROVAL OF A MAINTENANCE PROGRAMME

Introduction … … … … … … … … 98
General Rules … … … … … … … … 98
PERMITTED VARIATIONS TO MAINTENANCE PERIODS … 99
29 - CERTIFICATE OF MAINTENANCE REVIEW

Introduction … … … … … … … … 100
General Rules … … … … … … … … 100
Certification of Maintenance Review Signatories … … … 100
Chapter 6: Release to Service

30 - TECHNICAL LOG
Introduction … … … … … … … … 103
General Rules … … … … … … … … 103
Basic Technical Log Requirements … … … … … 104
Retention of Records … … … … … … … 106
31 - RELEASE TO SERVICE PROCEDURES

Inspections, Overhauls, Modifications, Repairs and Replacements … 108
Certificate of Release to Service … … … … … 108
32 - DUPLICATE INSPECTION
Definitions … … … … … … … … 111
Procedures – General … … … … … … … 111
Signatories … … … … … … … … 112
33 - CERTIFICATION OF COMPLETION OF SCHEDULED

MAINTENANCE INSPECTION
Procedures … … … … … … … … 113
34 - REQUIREMENTS FOR MALAYSIAN REGISTERED AIRCRAFT

Requirements … … … … … … … … 115
35 - LICENSING OF MAINTENANCE ENGINEERS

Introduction … … … … … … … … 116
Privileges … … … … … … … … 116
Responsibilities … … … … … … … 116
Limitations … … … … … … … … 116
Duties … … … … … … … … … 116
L.W.T.R … … … … … … … … 117
vi
Chapter 7: Other Airworthiness Requirements
36 - APPROVAL OF MODIFICATION
Introduction … … … … … … … … 119
Requirements … … … … … … … … 119
Approved OEM (original manufacturer’s) Originated Data … … 119
Approved Non-OEM Originated Data … … … … 119
Data Packages … … … … … … … … 120
Other than Approved Data … … … … … 120
Major Modification … … … … … … … 120
Minor Modifications … … … … … … … 121
Common Procedures for Major and Minor Modifications … … 121
Review of Modifications … … … … … … 121
Effecting A Modification … … … … … … 121
37 - WEIGHT AND BALANCE AIRCRAFT

Introduction … … … … … … … … 123
Definitions … … … … … … … … 123
General … … … … … … … … 123
38 - LOAD SHEETS
Requirements … … … … … … … … 126
39 - FLIGHT TESTING FOR RENEWAL OF CERTIFICATE OF

AIRWORTHINESS
Introduction … … … … … … … … 127
Applicability … … … … … … … … 127
Airworthiness Flight Test Schedules … … … … … 127
Fleet Testing Programmes … … … … … 128
40 - MAINTANENCE, REPAIR AND OVERHAUL MANUAL

Introduction … … … … … … … … 129
General … … … … … … … … 129
ATA Specification 100 … … … … … … 129
Maintenance Manuals (MM) … … … … … … 131
Overhaul Manual … … … … … … … 132
Illustrated Parts Catalogue (IPC) … … … … … 132
Wiring Diagram Manual (WDM) … … … … … 132
Structural Repair Manual (SRM) … … … … … 132
Service Bulletins (SB) and Service Notes … … … … 132
vii
Chapter 8: Documents and Records
41 - AIRCRAFT, ENGINE AND PROPELLER LOGBOOKS
Introduction … … … … … … … … 134
General … … … … … … … … 134
Logbook Entries … … … … … … … 135
42 - EQUIPMENT OF AIRCRAFT
Emergency equipment … … … … … … 137
Radio Equipment of Aircraft … … … … … … 137
43 - OPERATIONS MANUAL / CREW MANUAL

Introduction … … … … … … … … 139
General … … … … … … … … 139
Format … … … … … … … … … 139
Review and Amendment of Manuals … … … … … 142
Responsibility of Operators… … … … … … 142
44 - DOCUMENTS TO BE CARRIED ONBOARD

Introduction … … … … … … … … 144
Production of documents and records … … … … 144
Chapter 9: Special Requirements

45 - EXIT AND BREAK-IN MARKINGS
Introduction … … … … … … … … 145
Markings and Locations … … … … … … 145
Inoperative Exits … … … … … … … 145
46 - MANDATORY REPORTING
Introduction … … … … … … … … 147
Procedures … … … … … … … … 147
47 - EXTENDED TWIN ENGINE OPERATIONS (ETOPS)

Introduction … … … … … … … … 149
Regulations… … … … … … … … … 149
ETOPS Approval … … … … … … … 149
ETOPS Type Design Approval … … … … … 149
ETOPS Operational Approval … … … … … 150
48 - ALL WEATHER OPERATIONS

Introduction … … … … … … … … 152
Decision Height (DH) … … … … … … … 152
Runaway Visual Range (RVR) … … … … … 153
Maintenance Procedures … … … … … … 154
viii
Chapter 10: AOC Maintenace Requirements
49 - AIR OPERATOR’S CERTIFICATE – MAINTENANCE
SUPPORT ARRANGEMENTS
Maintenance Support Arrangement … … … … … 155
Maintenance Agreement … … … … … … 155
The Engineering Manual or Exposition … … … … 156
50 - OPERATION SPECIFICATIONS – AIRCRAFT MAINTENANCE

Maintenance Section … … … … … … … 157
51- APPROVED ORGANISATION

Approved Organisations Approval … … … … 158
Chapter 11: Approval of Organisations

52 - JAR-145 : APPROVED MAINTENANCE ORGANISATION
Approval Scope … … … … … … … 161
Applicability … … … … … … … … 161
Extent of Approval … … … … … … … 161
Facilities … … … … … … … … 162
Management … … … … … … … 162
Qualification of Staff … … … … … … 162
Base Maintenance Release to Service Procedures … … … 163
Line Procedures for Release to Service … … … 163
Certifying staff and category B1 and B2 support staff … … 164
Equipment, tools and material … … … … 165
Acceptance of components … … … … … … 165
Maintenance data … … … … … … 165
Production planning … … … … … … 166
Certification of maintenance … … … … … … 167
Maintenance records … … … … … … … 167
Occurrence reporting … … … … … … … 168
Safety and quality policy, maintenance procedures and
quality system … … … … … … … … 168
Maintenance organisation exposition … … … … … 168
Privileges of the organization … … … … … … 170
Limitations on the organization … … … … … 170
Changes to the organization … … … … … … 170
Continued validity … … … … … … … 171
ix
53 - JAR-21 SUBPART JA: APPROVED REPAIR DESIGN ORGANISATION
Introduction … … … … … … … … 173
Classification of repairs … … … … … … … 173
Repair design … … … … … … … … … 173
Issue of repair design approval … … … … … … 174
Previlages of Repair Design Organisation … … … … … 174
Production of repair parts … … … … … … … 174
Repair embodiment … … … … … … … … 174
Limitations … … … … … … … … 175
Unrepaired Damage … … … … … … … … 175
Record Keeping … … … … … … … … 175
54 - APPROVED STORES PROCEDURE

Introduction … … … … … … … … 177
Definition … … … … … … … … … 177
Procedures … … … … … … … … … 177
Recertification of Stores … … … … … … … 178
55 - AUTHORISED RELEASE CERTIFICATE / AIRWORTHINESS

APPROVAL TAG
Introduction … … … … … … … … 179
Procedures … … … … … … … … … 179
US Aeronautical Parts … … … … … … … … 181
Aeronautical Parts from JAA Member Countries … … … … 181
Suspected Unapproved Parts / Bogus Parts … … … … … 183
Aircraft Component Distributors … … … … … … 183
56 - JAR-OPS 1 SUBPART M: MAINTANENCE

Introduction … … … … … … … … 186
Approval of the operator’s maintenance system … … … 186
Maintenance responsibility … … … … … … 186
Maintenance Management … … … … … … 186
Quality System … … … … … … … … 186
Operator’s Maintenance Management Exposition … … … … 187
Operator’s Aeroplane Maintenance Programme … … … … 187
Operator’s Aeroplane Technical Log … … … … … … 187
Maintenance Records … … … … … … … … 188
Occurrence Reporting … … … … … … … … 188
Continuous Validity of Certificate … … … … … 189
Chapter 12: Other Relevant JAR’s

57 - JAR-66 APPROVED CERTIFYING PERSONNEL
Categories of Licenses … … … … … … 190
Privileges of Licences … … … … … … … 190
x
Type/task training and ratings… … … … … … 191
Validity of the aircraft maintenance licence … … … … 192
Basic Training/Experience Requirement … … … 193
58 - JAR-147 REQUIREMENTS FOR MAINTANENCE TRAINING

Organisational requirements … … … … … … 194
Personnel requirements … … … … … … 194
Instructional equipment … … … … … … 195
Maintenance training material … … … … … 195
Records … … … … … … … … 195
Training procedures and quality system … … … 195
Examinations … … … … … … … … 196
Training organisation exposition … … … … … 196
Privileges of the maintenance training organization … … … 196
Changes to the maintenance training organization … … … 197
Continued validity of approval … … … … … 197
Appendix
Contracting States … … … … … … 198
International Civil Aircraft Nationality Markings … … … 203
IATA World Airport Codes … … … … … … 208
ATA 100 Chapter and Section Headings … … … … 232
xi
Preface
Civil aviation is a dynamic industry. It altered globally relation between countries. It
shrank the world making it into a single global village. Thousand kilometers distances
that in the old days take weeks and months to span now only in a matter of hours. We
have gotten used to the daily fact of intercontinental air travel for business and leisure,
global overnight courier services, freshly imported ingredients in fancy restaurants; just-
in-time manufacturing that relies on air freight, fresh overseas newspapers and
publication etc. We could not imagine any aspect of our lives that is not touched by civil
aviation.
The secret lies in the fact that civil aviation is a mature, safe, international and efficient
industry. That is only possible if it is properly regulated. As such this book is intended to
assists the reader in having a basic grasp of the required working knowledge of the civil
aviation regulations in accordance with Malaysian DCA requirements for the grant of
Aircraft Maintenance Engineer License. As civil aviation is international in nature,
certain topics concerning other important foreign regulations will also be covered.
Having said that, this book is only guideline in nature, it is not meant to be the last word
in regulations. Readers are encouraged to do further research and base their
understanding on the latest current regulations. Hereby I disclaim any errors, omissions
and inclusion either intentional or not that may arise from these pages.
The latest requirements are stated in the most current issues of CAP 468: British Civil
Airworthiness Requirements Section L and the DCA’s Airworthiness Notices.
I sincerely hope that readers will find this book for its stated purposes.
About the author

The author has 15 years experience in the civil air transport aircraft maintenance
environment in various capacities including as a licensed aircraft engineer, a technical
training instructor and other duties. Feedback from DCA examination candidates
prompted the author to write this book.
Chapter 1
Basic Regulatory
Framework
1 – THE INTERNATIONAL CIVIL AVIATION FRAMEWORK
Introduction
As aviation is only feasible if it is international in nature, common international standards

are essential. The first steps were taken by the agreement of International Air Convention
and the formation of International Commission of Air Navigation (ICAN) in 1922. It is
participated by 38 states and is headquartered in Paris.
The International Air Convention is consisted of 43 articles dealing with all technical,
operational and organizational aspects of civil aviation. ICAN monitors developments in
civil aviation and proposes measures to be taken by states. It fostered international civil
aviation until World War II (1939-1945)
Chicago Convention
The Convention on International Civil Aviation also known as “Chicago Convention”

was signed on 7th December 1944 by 52 states. The Chicago Convention superseded the
International Air Convention (1922).
The Chicago convention also dissolves ICAN and Provisional International Civil
Organisation (PICAO) replaces it until 1947.
ICAO- International Civil Aviation Organisation
The ICAO was formed in 4th April 1947 and succeeded the PICAO. It is headquartered in
Montreal. The purpose set forth for the ICAO as outlined by the Chicago Convention is
the setting up of common guidelines on
i) Principles, techniques and arrangements;

to ensure that there is a uniformity of standards and procedures globally in the
interest of safety in air navigation
ii) Technical standards and recommended practises;

to ensure that there is a uniformity of specifications, material, performance,
personnel as desirable in the interest of safety in air navigation
The ICAO is a specialized agency under the United Nations. Other UN bodies working
with it includes World Meteorological Organization, International Telecommunication
Union (ITU), Universal Postal Union, the World Health Organisation (WHO) and
International Maritime Union. Other organisation working closely with it includes IATA
(International Air Transport Association), International Association of Air Line Pilots
Association and others.
1
Contracting States
Signatories of the Chicago Convention are known as contracting states. There are
currently 188 contracting states. The contracting states agree in principle to adopt ICAO
guidelines as basis of their own civil aviation regulations. This unifies globally civil
aviation standards and procedures and thereby enhancing safety. Malaysia as a signatory
is bound to the Chicago Convention.
ICAO Annexes
The standards and recommendations of the ICAO are outlined in the Annexes of the
Chicago Convention. They are the guidelines that are followed by the contracting states.
These are not mandatory but are advisory in nature. They are 18 in number.
Annex 1 - Personnel Licensing

Annex 2 - Rules of the Air
Annex 3 -Meteorological Service for International Air Navigation;
Annex 4 - Aeronautical Charts
Annex 5 - Units of Measurement to be Used in Air and Ground Operations
Annex 6 - Operations of Aircraft
Annex7 - Aircraft Nationality and Registration Marks
Annex 8 - Airworthiness of Aircraft
Annex 9 - Facilitation
Annex 10 - Aeronautical Telecommunications
Annex 11 - Air Traffic Services
Annex 12 - Search and Rescue
Annex 13 - Aircraft Accident Investigation
Annex 14 - Aerodromes
Annex 15 - Aeronautical Information Services
Annex 16 - Environmental Protection
Annex 17 - Security
Annex 18 - the Safe Transport and Dangerous Goods by Air
Among the most significant Annexes to the aircraft engineer are
Annex 1 – Personnel Licensing;

It provides information on licensing of flight crews, air traffic controllers and aircraft
maintenance personnel
Annex 6 – Operation of Aircraft

Enumerates specifications that ensure the level of safety above a prescribed minimum in
similar operations globally
Annex 8 – Airworthiness of Aircraft

Specifies uniform procedures for certification and inspection of aircraft
2
2- MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK
Introduction
As a contracting state, the Government of Malaysia ratifies the Chicago Convention by

the Laws of Malaysia, Civil Aviation Act (Amendment) 2003. It extends the Government
control on the nations’ civil aviation activities and is the law of the land. The regulations
prescribed under the Act are found in Malaysian Civil Airworthiness Regulations
(MCAR) 1996 enacted on 1st April, 1996.
Prior to the MCAR, the British Air Navigation Order (ANO) was adopted as the source
of Malaysian civil aviation regulations. Of our interest is that the current UK law of the
land is ANO 2000.
Civil Aviation Regulations 1996 (MCAR)
The M.C.A.R consists of 204 regulations grouped under 16 separate headings identified
as Parts 1 - XVI. These regulations contain broad details of the Parts. Specific guidance
and interpretation of certain regulations is contained in the Schedules of the M.C.A.R.
The Part 1-16 and the schedules are listed below for reference.
Part I - Preliminary
Part II - Registration and Marking of Aircraft
Part Ill - Licensing of Air Services
Part IV - Air Operators Certificate
Part V - Airworthiness and Equipment of Aircraft
Part VI - Aircraft Crew and Licensing
Part VII - Operation of Aircraft
Part VIII - Fatigue of Crew
Part IX - Documents and Records
Part X - Control of Air Traffic
Part X - Aerodromes, Aeronautical Lights and Radio Station
Part XII - Investigation of Accidents
3
Part XIII - Detention and Sale of Aircraft
Part XIV - Aircraft Mortgages
Part XV - Landing, Parking and Housing, Passenger Service and

Air Navigation Facility Charges
Part XVI - General
Certain regulations are further amplified in specific schedules, which refer to these
regulations. There are 16 of them in total. The Schedules of the MCAR are arranged as
follows
First Schedule
Part A - Table of general classification of Aircraft
Part B - Nationality and Registration Marks of a Malaysian Aircraft
Second Schedule - Special conditions relating to experimental or Test

Flights - A, B and C conditions
Third Schedule - Categories of Aircraft and Purpose of Flight
Fourth Schedule - Maintenance Engineers: Privileges of Licences
Fifth Schedule - Aircraft Equipment
Sixth Schedule - Radio and Radio Navigation Equipment to be

carried in Aircraft
Seventh Schedule - Aircraft, Engine and Propeller Log Books
Eight Schedule - Flight crew of Aircraft: Licences and Ratings
Ninth Schedule - Public Transport - Operational Requirements

Part A - Operations Manual
Part B - Crew Training and tests
Part C - Training Manual
Tenth Schedule - Documents to be carried by Malaysian Aircraft
Eleventh Schedule - Rules of the Air and Air Traffic Control
Twelfth Schedule - Fees and Charges
Thirteenth Schedule Public Transport
4
Fourteenth Schedule - Medical Requirements
Fifteenth Schedule - Vehicle In Movement Area
Sixteenth Schedule - Penalties
5
3- MALAYSIAN CIVIL AVIATION ADMINISTRATION
Introduction
The conduct of civil aviation in Malaysia falls under the jurisdiction of the Ministry of
Transport. The Ministry of Transport has delegated its powers to the Department of Civil
Aviation (DCA). A Director General (DGCA) who reports to the Minister of Transport
heads the DCA. The DGCA may delegate any of his powers to any person as he sees fit.
Department of Civil Aviation (DCA)
The DCA administers national aviation safety and regulatory programmes. It is primarily
a government regulatory authority. Regulatory enforcement is via legislative means to
ensure that aviation users conduct their activities in accordance with the regulations.
The civil aviation programmes consists of
i) Airworthiness
ii) Air Traffic Standards
iii) Flight Safety
iv) Airports Standards
v) Air Transport
vi) Administration and Finance
vii) Aviation College
Each of these programmes is conducted by its appropriate divisions which are headed by
their own director. Of our main interest is the Airworthiness Division of the DCA.
Airworthiness Division
Director of Airworthiness heads the Airworthiness Division. Its primary activities include
i) registration of all civil aircraft

ii) aircraft certification and manufacturing
iii) flight testing of civil aircraft
iv) aircraft maintenance standards
v) licensing of maintenance engineers and engineering facilities.
6
4 – IMPORTANT FOREIGN AIRWORTHINESS AUTHORITIES
Introduction
Although the contracting states are many, it is the few states that are actually very
influential. Often their civil aviation codes and civil aviation administration serves as a
model for the rest of the world. Their pre-eminent status stems from the fact that the civil
aviation activities of these states are among the most numerous and most advanced in the
world. The important states include United Kingdom, Canada, Australia, the United
States and the states in the European Union. We will discuss about some of their national
aviation authority
Civil Aviation Authority of United Kingdom (CAA)
This is the specialist regulator for the civil aviation activities of the UK. Also serves as
advisor to the DCA Malaysia. Malaysian DCA broadly follows the guidance given by the
CAA. Its airworthiness codes forms the basis for the Malaysian airworthiness codes. In
addition to that many Commonwealth countries follow the UK CAA for guidance.
Federal Aviation Administration (FAA) of the United States
This agency issues and enforces rules, regulations and minimum standards relating to
aeronautical activities in the United States. Its global influence is due to the massive
presence of US aviation activities worldwide including its aviation products which used
globally.
Joint Aviation Authorities (JAA) of the European Union
The members of the European Union formed the JAA to harmonise their airworthiness
codes. All EU countries accept that the JAA system of airworthiness codes as their only
acceptable means of complying with their minimum airworthiness standards.
The objectives of JAA are to
i) ensure common standards for certification of aircraft and products

ii) promote fair competition by removing technical barriers
iii) minimise the cost of regulations and
iv) to enhance Europe’s international competitiveness
As the UK CAA is a member of the JAA, various UK’s airworthiness codes is gradually
supplanted by various JAA airworthiness codes.In the interest of global business, the
FAA and JAA strive to minimise the differences of their regulations, their interpretations
and their application where practicable. They participate in each other’s rulemaking
processes with a view to harmonize their rules.
7
5– AIRWORTHINESS CODES
Introduction
ICAO Annexes gives broad standards required for conduct of civil aviation. These
annexes are interpreted into requirements by national Aviation Authorities. These
requirements are published as airworthiness codes. The airworthiness codes of major
countries are often used as models by other countries of the world. We will discuss about
the airworthiness codes as used by the DCA.
Concept of Airworthiness
Airworthiness implies that the aircraft is legally allowed to fly provided that it is
i) designed to the approved technical standards

ii) maintained to retain the aircraft approved design standards
iii) adequately equipped for its appropriate role e.g. passenger aircraft must carry
all the relevant equipment with respect to passenger safety.
Responsibility of monitoring airworthiness lies with the DCA. Responsibility of

maintaining airworthiness lies with the airlines and operators.
British Civil Airworthiness Requirements (BCAR)
The BCAR is published by the UK CAA. It is the guidance broadly followed by the
DCA for regulatory purposes. British Civil Airworthiness Requirements (BCAR)
comprise minimum technical requirements, and administrative procedures, that form the
basis for:
i) the construction of aircraft;

ii) the approval of equipment;
iii) the approval of design,
iv) manufacturing and maintenance organisations;
v) the approval of personnel;
vi) certification and continued airworthiness procedures.
BCAR's set out, within the framework of current aeronautical knowledge, mandatory,
imperative, and permissive objectives to allow those concerned with the design,
construction and maintenance of aircraft, to show possible alternative methods of
compliance with the BCAR which would offer equivalent airworthiness. BCAR (of
which joint Aviation Requirements (JAR) forms a part), are sub-divided as follows:
Section A - Airworthiness Procedures Where the CAA Has Primary Responsibility for
Type Approval of the Product (CAP 553)
8
Section B - Airworthiness Procedures Where the CAA Does Not Have Primary
Responsibility for Type Approval of the Product (CAP 554)
Section L - Licensing (CAP 468)
Section M - Emissions Certification (CAP 514)
Section N - Noise (CAP 469)
Section Q - Non-Rigid Airships (CAP 471)
Section R - Radio (CAP 472)
Section S - Small Light Aeroplanes (CAP 482)
Section T - Light Gyroplanes (CAP 643)
BCAR 31 - Manned Free Balloons (CAP 494)
JAR-1 - Definitions and Abbreviations
JAR-21 - Certification Procedures for Aircraft and Related Products & Parts
JAR-22 - Sailplanes and Powered Sailplanes
JAR-23 - Normal, Utility, Aerobatic and Commuter Category Aeroplanes
JAR-25 - Large Aeroplanes
JAR-27 - Small Rotorcraft
JAR-29 - Large Rotorcraft
JAR- 145 - Approved Maintenance Organisations
JAR-APU - Auxiliary Power Units
JAR-AWO - All Weather Operations
JAR-E - Engines
JAR-P - Propellers
JAR-VLA - Very Light Aeroplanes
JTSO - Joint Technical Standard Orders
9
Amendments to the BCAR’s
Blue Papers - the CAA prepares For Sections M, N, Q, R, S, T and BCAR 31,
amendments and additions to the Requirements. They are printed on Blue Paper, and
constitute part of the Requirements with effect from the date of publication.
Grey Papers - Amendments to Sections A, B and L are effected in the form of Grey
Papers, which have been agreed, as appropriate, following discussions with industry.
Grey Papers when approved constitute part of the Requirements with effect from the date
of publication.
The BCAR also incorporates ICAO standards for international operation of aircraft.
Joint Airworthiness Requirements (JAR)
The airworthiness requirements of JAA countries are published as the Joint

Airworthiness Requirements (JAR). It includes UK CAA. It replaces and supplants the
airworthiness codes of JAA nations. It is accepted EU wide as the acceptable compliance
to each member nation’s aviation laws. For example, UK accepts them as equivalent to
BCAR. In addition to JARs mentioned under the BCAR heading, other important JARs
are
JAR OPS1 Subpart M: Airplane Maintenance

JAR 66: Certifying Staff Maintenance
JAR 147: Approved Maintenance Training.
Amendments are by the issue of Orange Papers which are published when Notice of
Proposed Amendments (NPA) are approved by the JAA. The Orange Papers then become
part of JAR and effective from issue date.
Federal Aviation Regulations (FAR)
These are airworthiness codes of US issued by the FAA. Although DCA does not follow
them directly, the overwhelming quantity of US aviation products and parts in the market
gave them an important influence. It governs the conduct of maintenance and flight
operation and technical rules of the civil aviation activities of the US and its territories.
They consisted of 50 separate titles arranged by major topics, which are further divided
into appropriate number of chapters. Each Chapter are divided into appropriate number of
subchapters by topics. Each Subchapter is made up of individual Parts. The individual
parts may be further divided into Subparts.
The US government Federal Register publishes them. For example, the air carrier
behaviour is governed by
10
i) FAR Part 119: Certification: Air Carriers and Commercial Operators
ii) FAR Part 121: Operating Requirements: Domestic, Flag and Supplemental
Requirements
Any amendment to any FAR is preceded by an NPRM (Notice of Proposed Rule-

Making). The NPRM is released for public comment. Once considered, the NPRM forms
the new amendment to the FAR.
As for harmonization purposes, the JAA has aligned the numbering of the JAR to
coincide with the specific airworthiness FAR. Together the FAR and JAR, they form the
dominant standards for global air laws. Below is the listing:
Administrative
FAR / JAR 21: Certification procedures for Aircraft, Products and Parts
Airframe
FAR/ JAR 23: Normal, Aerobatic and Commuter Airplane

FAR/ JAR 25: Transport Category Airplane
FAR/ JAR 27: Small Rotorcraft
FAR/ JAR 29: Transport category Rotorcraft
FAR 31: Manned Free Balloons
JAR APU: Auxiliary Power Units
JAR VLA: Very Light Aircraft
Powerplant
FAR 33/ JAR E: Aircraft Engines

FAR 35/ JAR P: Propellers
Environment
FAR 34: Fuel Venting and Emission Requirements for Turbine

Powered Aircraft
FAR/ JAR 36: Aircraft Noise
Under Approved Maintenance Standards the following applies
JAR OPS1 Subpart M: Line Airplane Maintenance

FAR/JAR145: Approved Maintenance Organization
FAR65/JAR 66: Certifying Staff Maintenance
11
Airworthiness Notices
Airworthiness Notices are issued by the Department of Civil Aviation (DCA) to circulate
information to all concerned with the airworthiness of civil aircraft. The mandatory
matters covered in the Airworthiness Notices are either absent or insufficiently covered
or highlighted by other airworthiness publications. It may also clarify the DCA’s
interpretation of certain airworthiness matters.
All Notices are concerned with matters affecting the airworthiness of civil aircraft; the
colour of paper on which they are printed indicates the type of information contained
there in:
(a) Pink Paper:

Notice, which include items with a mandatory compliance requirement
(b) White Paper:

Notices, which contain general information, administrative and technical
procedures.
Of particular interest to the maintenance engineers are the 2 most important

Airworthiness Notices, i.e.
NOTICE NO. 3,
TYPE RATED LICENSED AIRCRAFT, ENGINEERS
AND MEMBERS OF APPROVED ORGANISATIONS
CERTIFICATION RESPONSIBILITIES
NOTICE NO. 10
AIRCRAFT MAINTENANCE ENGINEERS LICENCES
TYPE RATINGS
Complete sets of Airworthiness Notices are required to be obtained by:
(a) Holders of Malaysia Aircraft Maintenance Engineers' Licences
(b) Organisation approved by the DCA under the Malaysian Civil

Aviation Regulations
(c) Operators of Malaysian Registered aircraft.
Under Civil Aviation Act (Amendment) 2003, compliance of Airworthiness is mandatory

and non-compliance is subject to prosecution.
12
Chapter 2
Approval of Operators
6 – LICENSING OF AIR SERVICES
Introduction
If a flight involves carriage of passengers, mail and cargo for hire and reward, such
flights are deemed as an “Air Service”. Under Part III of MCAR, the operator of such
flights must be licensed. This includes flight instructional activities of flying clubs.
Air Service Licence
Scheduled journey between two places with at least one in Malaysia may only be
operated if the operator has an Air Service Licence issued by the DGCA. Over flights
across Malaysian by other operators from other contracting states, which have Transit
Agreement with Malaysia, are exempted.
Before an Air Service Licence is granted the DGCA will take into account of
i) demand of air transport in the area applied

ii) other operators service level in the area applied
iii) the ability of applicant to deliver satisfactory service safely, reliably,
affordably and efficiently
iv) the type of aircraft used
v) availability of qualified flight crew and maintenance support
During the application process a Provisional Air Service Licence may be given to the
applicant prior to the issue of the Air Service Licence.
The maximum period of Air Service Licence validity is 5 years subject to conditions lay
down by DGCA and may be renewed. It may be revoked if the DGCA is not satisfied
with the conduct of the operator.
The Air Service Licence is non-transferable.
Air Service Permit
Non-Scheduled journey between two places with at least one in Malaysia may only be
operated if the operator has an Air Service Permit issued by the DGCA. Over flights
across Malaysian by other operators from other contracting states, which have Transit
Agreement with Malaysia, are exempted.
Conditions with regards of issue and validity of Air Service Permit are the sole authority
of the DGCA and he may at any time vary or revoke any existing conditions and imposed
additional conditions as he sees fit.
13
7 – AIR OPERATOR CERTIFICATE
Introduction
In addition to the Air Service Licence, aircraft flying for the purpose of public transport
must be certified that such flights are operated safely. A Malaysian aircraft shall not fly
on any flight for the purpose of public transport otherwise than under and in accordance
with the terms of an air operator's certificate (AOC) granted to the operator by the
DGCA.
The air operator's certificate certifies that the holder of the certificate is competent to
secure that the aircraft operated by him on such flight is operated safely. The guidance
may be found in CAP360 published by CAA or JAR-OPS 1 by JAA. The Director
General shall grant an air operator's certificate if he is satisfied that that person is
i) competent, having regard in particular to his previous conduct and experience,

ii) his equipment, sufficient in quality and quantity
ii) acceptable organization structure,
iii) staffing, sufficient in coverages and quantity
iv) maintenance facilities
v) maintenance programme,
vi) and other arrangements, especially at line stations to secure the safe operation
of an aircraft
The air operator's certificate remains in force for the period specified therein.
Operational Specifications
The Operational Specifications defines the way the operator conducts its flight and
maintenance operations, defining specific requirements and limitations. The operator may
only conduct flights for the purpose of public transport following limitations and
requirements set therein. Together the ASL, AOC and the Operational Specifications are
the necessary documents to conduct flights for the purpose of public transport. The
Operational Specifications is the acceptable interpretation of the regulations for the
operator. It details compliances with regard to
i) operating rules
ii) operating environment
iii) routes and areas of operation
iv) operator experience and capability
v) aircraft fleet maintenance
vi) organizational structure.
Any change in the operator’s operations or fleet will result in changes in the Operational
Specifications.
14
An example of an Air Operator Certificate (Malaysia Airlines)
15
8 – REGISTRATION OF AIRCRAFT
Introduction
An aircraft shall not fly in or over Malaysia unless it bears a common mark or is
registered in—
i) Malaysia;
ii) a Contracting State; or
iii) any other State in relation to which there is in force an agreement between the
Government of Malaysia and the government of that State
A glider may fly unregistered, and shall be deemed to be registered in Malaysia on any
flight, which begins and ends in Malaysia without passing over any other State; and is not
for the purpose of public transport or aerial work;
Any aircraft may fly unregistered on any flight which
i) begins and ends in Malaysia without passing over any other State;
ii) is in accordance with the "B Conditions" as per MCAR Second Schedule
The Director General may, in any special circumstances and subject to such conditions or
limitations as he may think fit, exempt temporarily an aircraft registered elsewhere from
the requirements.
Registration of Aircraft
The Director General shall be the authority for the registration of an aircraft in Malaysia.
The following persons shall be qualified to be the owner of a Malaysian aircraft
i) the Government of Malaysia;

ii) a citizen of Malaysia; or
iii) a body incorporated and having its principal place of business in Malaysia.
Upon receiving an application for the registration of an aircraft and on being satisfied that
the aircraft may be registered, the Director General shall, register the aircraft and issue a
certificate of registration
The Aircraft Register shall-include the following particulars in relation to each aircraft:
(a) the number of the certificate;

(b) the nationality mark of the aircraft and the registration mark assigned to it
(c) the name of the constructor of the aircraft and its designation;
(d) the serial number of the aircraft;
(e) the name and address of the owner of the aircraft
(f) any other particulars as the Director General shall think fit.
16
The Certificate of Registration remains valid until
i) change of ownership,
ii) permanent withdrawal of aircraft from use or
iii) destruction of the aircraft.
Registration Marking of Malaysian Aircraft
All aircraft shall not fly unless they carry on them the required registration mark. For
aircraft registered in Malaysia, the nationality will be 9M followed by a hyphen and then
three more capital letters.
These marks shall be of a size and type and its position required by the regulation of the
country. In addition to these marks, a fireproof metal plate bearing the name and address
of the registered owner and the registration mark of the aircraft.
All aircraft owners and operators must comply to any additional markings requirement
that is mandatory for aircraft operating on the Malaysian Civil Aircraft Registry.
The Minister of Transport has directed that all aircraft owned by public companies in
Malaysia be painted with the Malaysian Flag and the wording 'MALAYSIA' on both
sides of aircraft fuselage, preferably towards the front or nose of the aircraft.
17
An example of Certificate of Airworthiness, note the details (Malaysia Airlines)
18
Chapter 3
Approval of Aircraft
And Parts Design
9 - AIRCRAFT DESIGN CERTIFICATION
Introduction
An aircraft design must be approved by the Airworthiness Authority before it can be

legally produced and flown. It must follow the Approved Design Standards imposed by
the Airworthiness Authority. The airworthiness standards are generally mutually
recognized by all countries in the world as per ICAO Annex 8. However the country to
which the certified aircraft is to be exported may impose its own additional design
requirements before it can be certified in the importing country.
Aircraft Design Standards
The aircraft design is such that no single failure of structures, components, or systems
may imperil the airplane or its occupants.
The fundamental premises are embodied in a strategy called fail-safe design.
Single failures of any component or system during any one flight are assumed, regardless
of its probability. These single failures cannot prevent continued safe flight and landing,
or significantly reduce the capability of the airplane or the crew to cope with the failure.
Later failures during the same flight, whether detected or hidden, and combinations
thereof, are assumed, unless their joint probability with the first failure is shown to be
extremely improbable.
Fail Safe Philosophy
Fail-safe design uses a combination of design methods.
1. Design integrity and quality, including life-limits, to ensure intended function and
prevent failures.
2. Redundancy, fault tolerance, or backup systems to enable continued function after

any single (or other defined number of) failure(s), for example, two or more
engines, hydraulic systems, flight control systems.
3. Isolation of systems, components, and elements so that the failure of one does not
cause the failure of another. Isolation is also termed independence .
4. Proven reliability so that multiple, independent failures are unlikely to occur

during the same flight.
5. Failure warning or indication to assure failure detection.
19
6. Flight crew procedures for use after failure that enable continued safe flight and
landing.
7. Testability which is the ability to check a system/component's airworthiness.
8. Designed failure-effect limits, including the capability to sustain damage that

limits the safety effects of a failure.
9. Designed failure paths that control and direct the effects of a failure in a way that
limits its safety impact.
10. Margin of safety that allowed for any unforeseeable condition
11. Error tolerance that considers the adverse effects of foreseeable errors during the
aircraft’s design, test, manufacturer, operation and maintenance.
20
FAR/JAR 23/25: AIRWORTHINESS STANDARDS: NORMAL, UTILITY,
ACROBATIC , COMMUTER AND TRANSPORT CATEGORIES AEROPLANES
Introduction
The standards prescribed by FAR/JAR 23 is for the issue of type certificates and its
changes with regards to aeroplanes in the normal, utility, aerobatic and commuter
categories aeroplanes.
Aeroplane Categories Under FAR/JAR 23
Normal Category: Airplane with 9-seat or less excluding the pilots with
MTWA less than 12500 lbs intended for non-aerobatic
operation
Utility Category : As in normal category and intended for limited aerobatic

operation
Acrobatic Category: As in utility category and intended for unrestricted

aerobatic operation
Commuter Category: Airplane with 19-seat or less excluding the pilots with
MTWA less than 19000 lbs, multi-engined and propeller
driven intended for restricted non-aerobatic operation.
Any other type of aeroplane shall be subjected to FAR/JAR 25 standards.
Aeroplane Categories Under FAR/JAR 25
Transport Category: Generally, any aeroplane not covered under FAR/JAR 23 will
follow FAR/JAR 25 standards including any jet-powered
aeroplane irrespective of seating capacity. There is no weight
limit for this category.
Scope of Standards
For the issue of type certificates under FAR/JAR 23/25, the standards shall cover
i) flight characteristics
ii) airframe and engine systems requirements and performance
iii) engine requirements and performance
iv) structural performance.
It must be demonstrated that the above standards be fulfilled in normal, abnormal and
emergency conditions with sufficient margin for safety. Instruction for continued
airworthiness including maintenance manuals and instructions must also be provided.
21
FAR 36: NOISE CERTIFICATION
Introduction
The FAR-36 is an additional certification in addition to standard type certificate. It

applies to FAR-25 jet-powered or otherwise subsonic transport aircraft. Small commuter
propeller driven aircraft are exempted from these standards.
Noise Categories
The noise requirements of FAR 36 for Stage 2 and Stage 3 aircraft include exacting test
procedures and repeated tests to ensure statistical significance of results. In addition, the
regulation provides for trade-offs, where noise levels exceeded at one or two measuring
points are offset by measurements at other points. Stage 1 aircraft are the nosiest and are
effectively banned globally. Noise measurement points are located as follows:
• Takeoff 21,325 feet from the start of the takeoff roll on the extended centerline of
the runway.
• Approach: 6562 feet from the threshold on the extended centerline of the runway.
• Sideline: On a line parallel to and 1476 feet from the extended centerline of the
runway where the noise after lift-off is greatest. For an airplane powered by more
than three turbojet engines, the distance is 0.35 nautical miles to show compliance
with stage 2 limits.
Some of the stage 2 and stage 3 noise level limits are indicated below to illustrate the
effect of aircraft weight, configuration, and design stage. Values are limits of effective
perceived noise level (EPNdB).
Stage 2
• Takeoff. 108 EPNdB for maximum weights of 600,000 lb or more, reduced by 5

EPNdB per halving of weight down to 93 EPNdB for 75,000 lb or less.
• Sideline and approach: 108 EPNdB for maximum weights of 600,000 lb or more,
reduced by 2 EPNdB per halving of weight down to 102 EPNdB for 75,000 lb or
less.
Stage 3
• Takeoff. Airplanes with more than three engines: 106 EPNdB for maximum
weights of 850,000 lb or more, reduced by 4 EPNdB per halving of weight down
to 89 EPNdB for 44,673 lb or less. Three engines: 104 EPNdB for maximum
weights of 850,000 lb or more, reduced by 4 EPNdB per halving of weight down
to 89 EPNdB for 63,177 lb or less. One or two engines: 10 1 EPNdB for
22
maximum weights of 850,000 lb or more, reduced by 4 EPNdB per halving of
weight down to 89 EPNdB for 106,250 lb or less.
• Sideline: Regardless of number of engines: 103 EPNdB for maximum weights of

882,000 lb or more, reduced by 2.56 EPNdB per halving of weight down to 94
EPNdB for 77,200 lb or less.
• Approach: Regardless of number of engines: 105 EPNdB for maximum weights

of 617,300 lb or more reduced by 2.33 EPNdB per halving of weight down to 98
EPNdB for 77,200 lb.
Noise measurements are mapped and form the aircraft noise footprint. The aircraft noise
footprint is made up of contours of equal-intensity sound measurements.
Below is the example for Bombardier Learjet 35 noise footprint.
23
10 - TYPE CERTIFICATION
Introduction
A commercial transport aircraft will only be developed if it is profitable. The process

always starts with market surveys, discussion with potential airlines, world economic
forecasts and if other competing aircraft could do the same job and if it is possible to be
better than them in term of performance and economy. The proposal is called the “paper
aircraft”.
If the manufacturer decides to enter the market, engineering and manufacturing studies
are now done to ensure that the aircraft can be operated and built economically.
Component and engine vendors are now consulted and the “paper aircraft” is refined in
term of its range and performance.
As the “paper aircraft” design is finally agreed the aircraft design is said to be “frozen”.
The typical aircraft is designed for a typical 30-year economic life, incurring huge
investments for its manufacturer and the manufacturer’s partners’.
After this, the manufacturer begins discussions with their National Aviation Authority to
familiarize them with the impending project. This ensures there is adequate time to define
the project, brief the participants on the design, begin development of a certification plan,
and identify issues. Both parties are better able to forecast budgets and structure
resources. Issues will be resolved before they become problems.
Definition
Type Certification validates the conformity of the design to the basis of certification. It
applies to airplanes, power plants, and propellers. It may require up to 5 years for a new
airplane design. It follows the Approved Design Standards such as FAR/JAR 23/25 and
any additional conditions specified by the National Airworthiness Authorities.
Basis of Certification
The Basis of Certification is defined as all the required Airworthiness Standards needed
to be satisfied for the proposed design. This is agreed by both the manufacturer and
National Airworthiness Authority i.e. the applicable FARs/JARs or other applicable
regulations.
It determines the
i) airworthiness of the proposed aircraft
ii) required maintenance activities of the proposed aircraft
24
Airliner program progress chart
25
Conformity
Once the Basis of Certification has been established, the Type Certificate applicant must
demonstrate how the proposed aircraft conforms to the regulations and other stipulated
conditions agreed by National Airworthiness Authority.
This normally in form of
i) detailed engineering report

ii) laboratory test data
iii) demonstration of structure, systems and component reliabilities.
The National Airworthiness Authority reviews and approves if found satisfactory.
Flight testing
After conditions for conformity are satisfied, the first few of the proposed aircraft are
built. These aircraft known as the prototype aircraft will be used for the manufacturer’s
flight testing programme.The flight testing establishes
i) flying qualities
ii) flight limits
iii) performance of systems and components
iv) in-flight crew procedures
After the completion of the manufacturer’s flight test programme, the National
Airworthiness Authority will conduct their flight test programme. The National
Airworthiness Authority may impose extra modification to the manufacturer as a result.
The National Airworthiness Authority’s flight test programme will lead to the aircraft
Flight Certification.
Type Certificate
When full conformity to the Basis of Certification has been demonstrated the design is
awarded a Type Certificate. A Type Certificate includes the type design, the operating
limitations, the Type Certificate Data Sheet (TCDS), the applicable regulations, and any
other conditions or limitations imposed.
The certificate consists of
i) The Type Design which is ' the entire body of data including the drawing
system used to define the airplane
ii) The Basis of Certification which defines the rules governing the
certification that define the airworthiness of the design
iii) Substantiation, which is all of the conformity, flight test data, inspection
results and other documentation
26
iv) approved Airplane Flight Manual (AFM) which contains the operating
limitations imposed upon the type design
v) The Type Certification Data Sheet
An example of a type certificate Boeing 777-200 series (Boeing)
27
Changes to the Type Certificate
Throughout the life of the airplane new design features are incorporated into the model.
All this requires certification. The majority of the changes that occur are simple
straightforward inclusion of additional or customized features. Type Certificates are
amended when the change to the type design is not so extensive as to require a new
certificate. This is done in the manner of original certification. Existing certification data
are amended to incorporate these changes. When changing the Type Certificate only
those items or features in the design that have not previously been certificated. must go
through the process.
Type Certificate Data Sheet
The Type Certificate Data Sheet (TCDS) documents the conditions and limitations
necessary to meet the airworthiness requirements. It is a highly structured reference
document maintained by the Type Certificate holder and published by the National
Airworthiness Authority.
It contains
i) Holder of the Type Certificate
ii) Basis of Certification
iii) Powerplants
iv) Fuel
v) Limitations
vi) Required equipment
vii) Qualifying aircraft (prototype) serial numbers
viii) Weight and balance
ix) Minimum crew
x) Maximum passengers
xi) Service information
Supplemental Type Certificate
A Supplemental Type Certificate (STC) is issued for major design changes to a Type
Certificate when the change is not so extensive as to require a new Type Certificate.
Minor changes do not require an STC. Supplementary Type Certificate certification
projects may be very simple or very complex.
The Supplemental Type Certificate is additional to the aircraft Type Certificate.
Typical examples of STCs are the installation of a new passenger interior, a new
powerplant type, or conversion of the airplane from a passenger to a freight airplane by
installing a main deck cargo door and cargo handling system.
Supplemental Type Certificates are frequently very restrictive, limiting the design change
to specific airplane serial numbers rather than a complete model series.
28
An example of an STC issued for re-engining of Boeing 727 series (Valsan)
29
Certification Documents
The manufacturer after obtaining the Type Certificate may produce the said aircraft
provided that the manufacturer is approved to produce the aircraft. The aircraft coming
out of the factories is now called series aircraft and is recognized by aircraft fuselage
serial number.
The manufacturer delivers the aircraft to the operator along with these documents such
as:
i) a valid Certificate of Airworthiness

ii) an Approved Aircraft Flight Manual
iii) a current Weight and Balance Schedule
iv) an Approved Maintenance Schedule which contains instructions for
continuing airworthiness
v) Airworthiness Directives compliance status
vi) And other required documents as required by the customer’s Aviation
Authority
Production Certification
Only Production Certificate holders may manufacture the approved Type Certificate or
Supplementary Type Certificate design. Production Certificate may be issued to
i) Type Certificate holder

ii) Supplementary Type Certificate holder
iii) Licensee
It is not transferrable. It is only awarded if the organisation has an approved
i) an administrative system
ii) drawing system
iii) quality control system
iv) adequate production facility
The Quality Control should oversee the Production Certificate holder’s
i) Material review board

ii) Inspection programme
iii) Vendor control
The Production Certificate holder may
i) produce duplicate parts

ii) perform repairs to produced aircraft/parts if so authorised
30
An example of a production certificate issued to Airbus allowing it to manufacture its
own aircraft. Under what regulations does this certificate refer to? (Airbus)
31
Stages in an airliner programme:
i) Market research leading to programme launch
Airbus’ CEO Noel Forgeard signing agreement with Richard Branson, CEO of Virgin
Atlantic Airlines, launching the A340-500/600 programme. (Airbus)
ii) After design is ‘frozen’, the

prototype is manufactured
Here, in Toulouse, the A340 prototype is

being assembled after all system tests has
been successfully completed
(Airbus)
32
iii) Rollout of the first prototype
Here the finished prototype, is towed out of the factory (‘rolled out’) to be painted and
flight tested. (Airbus)
iv) Flight –Testing
Tests are carried out as per requirements of FAR /JAR 25, such as above, Vmu
i.e. the minimum safe rotation speed. (Airbus)
33
Other additional tests, such as cold weather trials like this, conducted in Siberia, Russia,
may be conducted. (Airbus)
v) Delivery
After all tests are

successful, the
A340-500/600
receives its Type
Certificate and
series production
may start leading
to its delivery to
airlines.
(Airbus)
34
11- CERTIFICATION OF AIRCRAFT PARTS
Introduction
Many devices or parts are capable of being used on more than one aircraft. It is
impractical and costly to require that a brake, for instance, be certified every time it is
installed on a new airplane. The Technical Standard Order system is a means to reduce
the bureaucracy and costs incurred.
Technical Standard Order system (TSO)
The Technical Standard Order (TSO) system provides the means for certifying a common
device once. It treats appliances as unique entities isolating them from the type design.
Devices need only be certified once. When a TSO-qualified device is included in the type
design only substantiation of the installation is required during Type Certification. The
appliance itself is already certified.
Technical Standard Orders (TSOs) are developed, controlled, and published by the FAA
/JAA. The standards used for TSO certification of devices are normally defined by
accepted industry standards established by such technical organizations as the Radio
Technical Commission for Aeronautics (RTCA), Society of Automotive Engineers
(SAE).
Qualification of a device under a TSO is similar to Type but on a much smaller scale.
Substantiation data that demonstrate conformity and production capability are submitted
to the FAA/JAA for review and approval. Once approved the FAA/JAA issues a TSO
Authorization.
This authorization is the design and production approval issued to the manufacturer. It is
not transferable. Changes to the device or the manufacturing operations must be
documented and the device requalified by amendment to the TSO Authorization.
Parts Manufacturing Approval (FAA-PMA)
The FAA may permit certain organisations the approval to reverse engineer some
certified aircraft parts provided it could be substantiated with the appropriate engineering
and manufacturing data. In addition to that, a fabrication inspection system is required.
The PMA parts may not necessarily have the original type certificate holder’s
endorsement.
The PMA parts may be used as an alternative aircraft parts. Airworthiness Notice No 73
governs the use of PMA parts for Malaysian aircraft. It is restricted only to FAA-
certificated aircraft. Only PMA parts with export airworthiness approval may be used.
Acceptability of PMA parts lies with the user.
35
Chapter 4
Airworthiness of
Aircraft
12 – CERTIFICATE OF AIRWORTHINESS
Introduction
No aircraft shall fly unless

i) there is in force in respect thereof a Certificate of Airworthiness duly issued or
rendered valid under the law of the State in which the aircraft is registered; and
ii) any conditions subject to which the Certificate of Airworthiness was issued or
rendered valid are complied with.
An approved Aircraft Flight Manual forms a part of this certificate.
Certificate of Airworthiness shall not apply to flights, beginning and ending in Malaysia
without passing over any other State, of—
i) a glider, if it is not being used for the public transport or aerial work other than
flight lessons conducted by an approved flying school;
ii) a balloon flying on a private flight;
iii) a kite;
iv) an aircraft flying in accordance with the "A Conditions" or the "B Conditions"
specified in the MCAR Second Schedule; and
v) an aircraft flying in accordance with the conditions of a permit to fly issued by the
Director General in respect of that aircraft.
Issue and renewal of certificate of airworthiness.
The Director General shall issue, in respect of any aircraft, a Certificate of Airworthiness
if he is satisfied that the aircraft is fit to fly having regard to:
i) the design, construction, workmanship and materials of the aircraft, including, any
engines fitted therein, and any equipment carried onboard which is necessary for
the airworthiness of the aircraft;
ii) the Airworthiness Notices issued by the Department of Civil Aviation and,
iii) as the Director General considers appropriate,
having regard also to the code of airworthiness certification and procedural requirements
from time to time in force under—
(i) the Federal Aviation Regulations of the United States of America;

(ii) the British Civil Airworthiness Requirements issued by the Civil Aviation
Authority of the United Kingdom;
(iii) the Joint Aviation Requirements issued by the Joint Aviation Authorities of the
European States; and
the results of flying trials and such other tests of the aircraft as he may require. The issue
of Type Certificates by DCA or other Authorities may satisfy the above.
36
With regards to above the classification of aircraft are for the issue of the certificate of
airworthiness
i) Prototype - new design
ii) Series - one that is similar in every respect to the design

of an aircraft for which certificate of airworthiness has
already been issued
iii) Prototype (modified) - one which embodies certain design features dissimilar
with prototype and are subject to design investigation
If the Director General has issued a certificate of airworthiness to a prototype aircraft or a

modification of a prototype aircraft, he may dispense with flying trials, if he is satisfied
that the aircraft conforms to such prototype or modification.
Every certificate of airworthiness shall specify the categories as appropriate to the aircraft
in accordance with the MCAR Third Schedule and the certificate shall be issued subject
to the condition that the aircraft shall be flown only for the purposes indicated in the said
Schedule in relation to those categories.
The categories are
i) Public Transport (Passenger) - Any purpose
ii) Public Transport (Cargo) - Any purpose other than carriage of passengers
iii) Aerial Work - Any purpose other than public transport
iv) Private - Any purpose other than public transport or aerial work
v) Special - Any purpose other than public transport specified in the Certificate
of Airworthiness except carriage of passengers unless authorized by DGCA
The Director General may issue the certificate of airworthiness subject to other
conditions relating to the airworthiness of the aircraft as he thinks fit. The Director
General may renders valid for the purposes of the MCAR a certificate of airworthiness
issued in respect of any aircraft under the law of any State other than Malaysia. The
certificate of airworthiness shall remain in force for such period as may be specified
therein, and may be renewed from time to time by the Director General.
Special Category
For Special Category, the aircraft may be flown within Malaysian airspace only unless
the flight over any other country is permitted by the Authority of that country Special
Category may be issued for an aircraft if:
37
i. the aircraft meets the requirement of the TC except those requirements that the
DCA finds inappropriate for the intended special purpose.
ii. the aircraft has no feature or characteristic that makes it unsafe when it is operated
under the limitations prescribed for its intended use.
Special Category may also be applied to aircraft type-certificated under restricted

category (FAR Part 21.25), which is used for special missions such as
(a) the dropping of persons by parachute

(b) the dropping of articles for the purposes of agriculture, horticulture or forestry
(c) towing an article
(d) picking up and raising of persons, animal or articles
(e) aerial photography, advertising or survey
(f) patrolling (pipelines, powerlines)
(g) weather control (cloud seeding)
Malaysian aircraft may only be used for the dropping of articles, for the purposes of
agriculture, horticulture or forestry, under the provisions of an Aerial Application
Certificate. An aircraft may only be used for towing, picking up and raising of person,
animal or article if there is an express provision in the certificate that it may be used for
that purpose. An aircraft may only be used for the purpose of aerial photography or aerial
survey if permitted by DCA.
Normal type-certificated aircraft can fly under Special Category, if approved, under these
conditions
(a) production flight testing new aircraft

(b) flight test purposes to evaluate or qualify a modification.
(c) evacuation of aircraft from impending danger
(d) customer demonstration flights (new aircraft only)
(e) overweight operation
Permit to Fly
A Permit to Fly may be issued for the following purposes:
(a) for aircraft that is not type certificated, such as experimental aircraft,
amateur-built aircraft and kitplanes.
(b) for aircraft that conforms to a type certificate (TC), which is not recognised by the
DCA such as Primary Category (FAR Part 21), BCAR Section S (small light
aeroplane), BCAR Section T (light gyroplanes) and JAR 22 (sailplanes).
38
Categories of a Permit to Fly are as follows:
Standard
Aircraft type certificated in the Primary Category (FAR Part 21), BCAR Section S (small
light aeroplane), BCAR Section T (light gyroplanes) or JAR 22 (sailplanes), flown for
pleasure and personal use.
Experimental
Aircraft flown for the following purposes:
(i) Research and development. Testing new aircraft design concepts, new aircraft
equipment, new aircraft installations, new aircraft operating techniques, or new
uses of aircraft.
(ii) Compliance Flight Test. Conducting flight tests and other operations to show
compliance with the airworthiness regulations.
(iii) Operating microlights, amateur-built aircraft and kit-built aircraft.
Where an aircraft is eligible by virtue of its type design for the issue of a Malaysian
Certificate of Airworthiness, the DCA will not normally accept an application for the
issue of a Permit to Fly in respect of that aircraft. A Permit to Fly restricts an aircraft to
flights beginning and ending in Malaysia without passing over any other country
39
A sample Certificate of Airworthiness (Malaysia Airlines)
40
Validity of the Certificate of Airworthiness
A certificate of airworthiness issued in respect of an aircraft shall remain valid as long as
i) the aircraft, or such of its equipment as is necessary for the airworthiness of

the aircraft, is overhauled, repaired or modified, in a manner approved by the
DGCA
ii) any part of the aircraft or of such equipment is removed or is replaced
otherwise than and with material of a type approved by the DGCA
iii) the completion of any inspection of the aircraft or such of its equipment as is
necessary for airworthiness of the aircraft, and classified as mandatory by the
Director General
iv) schedule maintenance inspection required by a maintenance schedule
approved be the Director General in relation to that aircraft;
v) completion to the satisfaction of the Director General of any modification of
the aircraft or of any such equipment required by the Director General for the
purpose of ensuring that the aircraft remains airworthy.
Renewal Procedure for Certificate of Airworthiness
The following requirements must be satisfied before the renewal survey will be
considered.
(a) C of A renewal application (Form JPA-AP2) together with the appropriate fee
must have been received by the DCA.
NOTE: If the application for renewal is not received by the DCA at least 30 days before
the expiry date of the current period of validity, there is no guarantee that a surveyor will
be available to complete the survey in time to ensure a consecutive period of validity.
(b) Submission to the Airworthiness Unit of the pro-forma as detailed in paragraph 4

of the Airworthiness Notice #2 at least 14 days before the aircraft is presented for
inspection.
(c) Mutual agreement with the Airworthiness Surveyor concerned as to when the
aircraft log books and associated records will be available for inspection.
(d) Submission of the required Airworthiness Flight Test Report and associated load
sheet at least 14 days before the expected date of aircraft inspection unless otherwise
agreed with the Airworthiness Officer concerned.
41
Issue of Certificate of Airworthiness for Export
This is a document raised by DCA to inform the Airworthiness Authority of the country
to be exported that in their opinion, the subject aircraft is airworthy in all respect.
Upon application for a C of A for Export the current C of A must be cancelled. This will
prohibit any further flights by the aircraft until the C of A for Export is validated by the
country it is re-registered in, or replaced by a Certificate issued by that country.
The C of A for Export is not a statutory document, either internationally under ICAO or
nationally under the MCAR. When issued it signifies, as at the date of issue, that, except
for those significant derogations from the requirements listed on the front;
They are listed on the front of the C of A for Export:
i) Significant deviations from the Approved build standard;

ii) Derogations from DCA requirements, Additional Requirements, and Special
Conditions;
iii) Mandatory modifications and inspections with which compliance has not been
shown;
iv) In respect of equipment prescribed in the MCAR:
i) Such equipment, which is fitted, but has not been approved by the DCA;
ii) Equipment appropriate to the certification Category, where this is not
fitted.
The C of A for Export does not, by itself, give authority for the aircraft to be flown such
authority may, normally, be obtained by
a) The Authority responsible for airworthiness in the country in which the aircraft is to be
registered may issue a Certificate of Airworthiness;
b) The DCA may (in conjunction with the C of A for Export) issue a Certificate of
Airworthiness such as would cover the delivery of the aircraft to its destination.
42
13 – FLIGHTS UNDER “A “, “B “AND “C “CONDITIONS
Introduction
In accordance with Schedule 2 of the MCAR aircraft, which does not have a Certificate
of Airworthiness valid under the law, shall fly under special conditions only for specific
purposes. These are covered under “ A, B and C Conditions” of the Second Schedule of
MCAR.
General Rules for “A” and “B” Conditions
These flights are shall not carry any cargo or persons beside flight crew except
i) operator’s employees who carry out system checks with respect to the aircraft
during the flight
ii) manufacturer’s employees for the purpose of testing parts, engines and other
components during the flight
iii) DGCA approved persons required to furnish test reports
iv) Any other persons involved in technical evaluation of aircraft or its operation.
Such flights shall not be conducted over congested areas such as cities, towns or
settlement unless approved by the DGCA and must be conducted only within Malaysian
airspace.
“A" Conditions
An aircraft shall fly under ‘A’ Condition only for the purpose of enabling it to:
i) qualify for the issue or renewal of a Certificate of Airworthiness

ii) the validation thereof of a Certificate of Airworthiness
iii) to carry out a functional check of a previously approved modification of the
aircraft;
iv) proceed to or from a place at which any inspection, repair, modification,
maintenance, approval, test or weighing of, or the installation of equipment
in, the aircraft is to take place or has taken place for a purpose of renewal or
validation of C of A
v) proceed to or from a place at which the installation of furnishings in, or the
painting of, the aircraft is to be undertaken.
An aircraft, for which the Certificate of Airworthiness has ceased to be in force by virtue
of any of the matters specified in the MCAR, shall fly under ‘A’ Conditions only for the
purpose of enabling it to:
i) proceed to a place at which any inspection

ii) maintenance required for its continuing airworthiness
43
iii) proceed to a place at which any inspection, maintenance or modification
required for its airworthiness is to take place and in respect of which flight
the DCA has given permission in writing;
iv) carry out a functional check, test or in-flight adjustment in connection with
the carrying out in a manner approved by the DCA of any overhaul, repair,
previously approved modification, inspection or maintenance required for its
airworthiness.
Certificate of Fitness for Flight
Before an aircraft flies under ‘A’ Conditions the aircraft and its engines shall be certified
as fit for flight. This is effected by the issue of Certificate of Fitness for Flight.
The period of validity shall be stated but shall not exceed 7 days. The Certificate shall be
issued in duplicate and one copy kept elsewhere than in the aircraft.
A Certificate of Fitness for Flight shall be issued only by the following:
i) The holder of an appropriate aircraft maintenance engineer’s licence granted

or rendered valid in the United Kingdom.
ii) A firm approved by the DCA under BCAR Chapter A8 and a JAR–145
organization where the Terms of Approval refer to particular types of aircraft.
iii) Persons approved by DGCA as per case-by-case basis
If the original airworthiness condition of the aircraft is affected during the period of
validity, the Certificate shall be re-issued.
"B" Conditions
Such flights may only be undertaken under supervision of a person approved by DGCA
and additional conditions may be stipulated as he sees fit. If the aircraft is not registered
in Malaysia or any foreign state, the aircraft shall be marked in a manner approved by the
DGCA.
The aircraft shall only fly for the purpose of
i) experimenting with or testing the aircraft, its engines or its equipment

ii) enabling the aircraft to qualify for the issue of C of A or the approval of
modification of the aircraft
iii) proceeding to and from a place which any experiment, approval, test,
inspection or weighing of aircraft to take place for the purpose referred to
above.
44
45
“C” Conditions
The operator of the aircraft shall be the registered owner of the aircraft who shall be the
holder of an aircraft dealer's certificate issued under the MCAR. The aircraft shall fly
only for the purpose of:
(i) testing the aircraft
(ii) demonstrating the aircraft, with a view to the sale of that aircraft or other similar
aircraft.,
(iii) proceeding to or from a place at which the aircraft is to be repaired, tested
or demonstrated as aforesaid or overhauled or modified;
(iv) delivering the aircraft to a person who has agreed to buy, sell or lease it., or
(v) proceeding to or from a place for the purpose of storage
The operator of the aircraft shall satisfy himself before the aircraft takes off that the
aircraft is in every way fit for the intended flight.
The aircraft shall fly within Malaysia only.
46
14- FLIGHT MANUAL
Introduction
A Flight Manual is a document prescribed by the International Civil Aviation

Organization (ICAO) and is intended primarily for use by the flight crew. The Manual
contains limitations, recommended procedures and information of a nature such that
adherence to it will enable the level of safety which is intended by the Airworthiness
Requirements and the Air Navigation legislation to be regularly achieved.
The Flight Manual, by definition in the MCAR, forms part of the Certificate of
Airworthiness.
General Rules
i) Flight Manuals and amendments thereto shall be approved, amended, and

published in accordance with the procedures set out in the BCAR Chapter A7.
ii) These requirements does not cover kit planes and self made gliders
iii) All Flight Manuals shall be identified by a unique document reference number
iv) Flight Manuals and all amendments thereto shall be subject to approval by the
DCA.
v) Submissions for the initial issue or amendment of a Flight Manual shall be
provided only through the medium of an Organization approved by the DCA,
although the DCA may also amend Flight Manuals when necessary.
vi) The Applicant for the Type Certificate or Certificate of Airworthiness, as
appropriate, for the Prototype or Variant, shall prepare and submit for
approval such material as is necessary to keep the Flight Manual up to date
until all aircraft of the type have been permanently withdrawn from service.
Amendments
i) Amendments affecting the Flight Manuals of all aircraft of the type shall be
prepared and submitted only by the responsible Type Design Organization or
by the Primary Authorities. Such amendments shall, when published, take the
form of replacement or additional pages.
ii) Amendments affecting the Flight Manuals of specific aircraft may be prepared
either by the responsible Type Design Organization, by another Approved
Organization, or by the DCA. Where prepared other than by the Type Design
Organization, such amendments shall, when published, take the form of
Change Sheets or Supplements.
47
A Flight Manual title page with Certifying Airworthiness Authority’s approval
48
A sample page showing graphically flight performance limits from an A330-300 Flight
Manual
49
15- AIRWORTHINESS DIRECTIVES
Introduction
Over the life of aeronautical products, defects affecting airworthiness are discovered.
These result from design conditions not foreseen in the original Product Certification or
manufacturing deficiencies. Many become evident only after years of in-service
operation and are completely unforeseen. Structural fatigue or corrosion are examples.
FAR/JAR 39 forms the basis of the procedures.
Definition
The Airworthiness Directive (AD) system is the medium for correction for any condition
that causes the product to be out of conformity to the Approved Design Standards. An
AD identifies the disparity, defines its particulars, and establishes limitations for
inspection, repair, or alteration under which the product may continue to be operated.
They are issued by the National Aviation Authority from either the manufacturer’s or the
airline’s country.
Airworthiness Directives effectively alter the original certification of the product. Thus,
for example an AD against a Type Certificated product becomes a part of the Type
Certificate.
The Airworthiness Directives may also be raised due to change in aviation legislations
e.g. mandating of TCAS and EGPWS.
Distribution
They are distributed
i) telegraphically to owners and operators

ii) Organisations such as IATA, ATA etc.
iii) Foreign Airworthiness Authorities
Their availability can be checked through
i) FAA ‘Summary of Airworthiness Directives’

ii) CAA (UK) ‘Mandatory Aircraft Modification and Inspection Summary
(MAMIS)’
iii) CAA (UK) ‘Foreign Airworthiness Directives’
These summaries are used to check any outstanding ADs against a given type of design
and hence the airline and the operator would not be excused for missing any ADs.
50
Contents of an Airworthiness Directive
Generally the Airworthiness Directive is made up of several parts:
i) AD title
ii) Applicability
iii) Required compliance action
iv) Effective dates
v) Compliance time
We will proceed to detail the contents
Applicability of ADs
An AD contains an applicability statement specifying the product to which it applies. It

applies to the make and model set forth in this statement, regardless of the classification
of the product or category of the Airworthiness Certificate issued for an aircraft. it applies
to each product identified in the statement, regardless of whether it has been modified,
altered, or repaired in the subject areas. The presence of any alteration or repair does not
remove the product from applicability.
Type Certificate and Airworthiness Certification information is used to identify the

product affected. Applicability may be defined by specifying serial numbers or
manufacturer's line numbers, part numbers, or other identification. When there is no
reference to serial numbers, all serial numbers are affected.
Effective dates
The effective date of the AD or an amendment is be found in the last sentence of the body
of each AD. For example, "This amendment becomes effective on July 10, 1995."
Similarly, the revision date for an emergency AD distributed by telegram or priority mail
is the date it was issued. For example, "Priority Letter AD 95-11-09, issued May 25,
1995, becomes effective upon receipt." The "clock" tracking compliance starts with the
effective date.
Compliance time
Compliance with an AD is mandatory. No person may operate' a product to which an AD

applies, except in accordance with the conditions of the AD. An airplane that has not had
an effective AD accomplished within specified limits is out of conformity and is thus not
airworthy. This is consistent with the definition of airworthiness discussed before.
Compliance time is stated in various ways. Typical compliance statements include;
"Prior to further flight, inspect..."
51
"Compliance is required within the next 50 hours time in service after the effective date
of this AD..."
'Within the next 10 landings after the effective date of this AD... "
'Within 50 cycles...” to which cycle refers to the complete aircraft / components operating
cycles.
"Within 12 months after the effective date of this AD..."
No person may operate an affected product after expiration of the stated compliance time.
In some instances, an AD may authorize operation after the compliance date has passed,
if a special flight permit is obtained. These are granted only when the AD specifically
permits it.
Recurring/periodic ADs
In order to provide for flexibility in administering compliance requirements, an AD

should provide for adjustment of repetitive inspection intervals to coincide with
inspections required by approved maintenance program inspections. Any conditions and
approval requirements under which adjustments may be allowed are stated in the AD. If
the AD does not contain such provisions, adjustments are usually not permitted.
However, amendment, modification, or adjustment of the terms of the AD may be
requested.
Alternative or equivalent means of compliance
Many ADs indicate the acceptability of one or more alternative methods of compliance.
Any alternative method of compliance or adjustment of compliance time other than that
listed in the AD must be substantiated to and approved by the certifying Airworthiness
Authority before it may be used.
The alternative method may address either no action, if the current configuration
eliminates the unsafe condition, or different actions necessary to address the unsafe
condition.
It may be stated in the AD itself e.g. an extra repetitive inspection in place of a

mandatory modification.
Reference to Manufacturer's Service Bulletins in ADs
Manufacturer's Service Bulletins are normally not related to airworthiness. Incorporation

of them is, therefore, not mandatory. However, when a manufacturer's Service Bulletin is
incorporated, by reference, into the Airworthiness Directive accomplishment instructions
the bulletin becomes mandatory. Thus any change in the details of the bulletin constitutes
alternative means of accomplishment. Changes, therefore, must be approved.
52
An AD issued by French Aviation Authority for Airbus A330 (Malaysia Airlines)
53
16- AIRWORTHINESS DIRECTIVES: DCA PROCEDURES
When an aircraft is affected by a mandatory inspection or modification issued by Director

General of Civil Aviation (DGCA), it is illegal for the aircraft to be flown (unless
permission has been granted by the DGCA either generally or in relation to a specific
case) until the prescribed requirement has been complied with. In the MCAR, a
mandatory inspection and mandatory modification is the definition of Airworthiness
Directives
Compliance
(i) For aircraft, engines, propellers or installed equipment for which Malaysia is the
State of Design and the Certifying Authority, DCA will issue Airworthiness
Directives (AD) which will be known as CAM AD.
A summary of CAM AD will be issued in the form of an appendix known as Appendix 2

of this Notice and the CAM AD will have the following numbering system, S/No - month
- year, e.g. 001 - 04 - 1997.
(ii) For aircraft, engines, propellers or installed equipment for which Malaysia is the
Validating Authority and the State of Registry, the following will apply:
(a) Airworthiness Directive issued by the Certifying Authority or State of Design
(formerly known as State of Manufacturer) of the aircraft, engines, propellers or
installed equipment
(b) Airworthiness Directives issued by DCA which will be known as VAM AD.
A summary of VAM AD will be issued in the Airworthiness Notice and the VAM AD
will have the following numbering system, year S/No e.g. 1997 - 002.
Requirements
Airworthiness Directives (CAM AD) issued by the DCA in accordance with paragraph 2
(i) are an obligation as Malaysia is the State of Design in matters that affect aviation
safety. These Directives arise from various sources, e.g., manufacturers Service Bulletins,
in service difficulty reports or a result of design investigation by the DCA.
Airworthiness Directives (VAM AD) issued by the DCA in accordance with paragraph 2
(ii) (b) are intended to introduce requirements which have a direct bearing on
airworthiness or operations but which, for a variety of reasons e.g. specifically Malaysian
operating experience and are unlikely to be the subject of airworthiness directive action
by the State of Design. With the issuance of CAM ADs and VAM ADs, Letters to
Operators (LTO) will only be issued for non-mandatory information documentation or
any administrative matters to operators.
54
17- AIRWORTHINESS DIRECTIVES: CAA PROCEDURES
UK Manufactured Products
The following modifications and inspections are classified as mandatory:
(a) Those notified in a C.A.A Airworthiness Directive.

Normally the manufacturers service bulletin or service letter, which has been
annotated with the statement "THIS MODIFICATION/INSPECTION HAS
BEEN CLASSIFIED MANDATORY BY THE DIRECTOR GENERAL".
(b) Those notified in a C.A.A Emergency Airworthiness Directive
(c) Those necessary to comply with a mandatory Airworthiness

Notice
Information on mandatory modifications and inspections applicable to British

manufactured products are SUMMARISED in MAMIS.
Mandatory Aircraft Modifications And Inspections Summary (MAMIS)
Published by the CAA, this document summarizes information originally promulgated by

manufacturers (via Service Bulletins, etc.) concerning modifications and inspections,
which have been incorporated to ensure continued airworthiness of aircraft manufactured
and registered in the U.K.
MAMIS is divided into 3 parts as follows
Part 1 Aircraft
Part 2 Engines and Propellers
Part 3 Aircraft Radio Stations and Instruments and

Equipment
Non-UK Manufactured Aircraft and Parts
For such items, they are published in Foreign Airworthiness Directives. This publication
relates to foreign constructed aircraft and includes all the modifications and inspections
published as mandatory by the Authority in the country of construction.
The Airworthiness Directives are presented in three volumes as follows:
55
Volume I - FAA Summary of Airworthiness Directives for aircraft of 12500 lb. or less
(5700 kg)
Volume II - FAA Summary of Airworthiness Directives for aircraft of more than

12,500 lb (5,700 kg)
Volume III - Summary of Airworthiness Directives from ALL OTHER FOREIGN

COUNTRIES
Each volume is divided into aircraft, engines, propellers, equipment, general instruments
and radio and is arranged in alphabetical order.
Volume I and II are published and sent directly to the u ser by the F.A.A. (Federal
Aviation Administration). Volume Ill is published by the C.A.A.
CAA Additional Airworthiness Directives
These are specific requirements prescribed by the CAA for aircraft of foreign
construction that are registered in the UK, and are additional to the requirements made
mandatory by the Airworthiness Authority of the country of aircraft origin.
The C.A.A Additional Airworthiness Directive, issued for Volume 1 and Volume 11
products, are printed on blue paper and may be filed at the front of the appropriate
volume; however, it is more common to file them in a book specially provided for the
purpose by the C.A.A., namely, C.A.A Additional Airworthiness Directives. This is an
associated publication of Volume 1 and II.
Additional directives for products in Volume Ill are incorporated in the volume by the
C.A.A and are added to the end of each equipment entry as a part two to that entry.
CAA Emergency Airworthiness Directives
Issued for both UK and non-UK products if an airworthiness matter of an urgent nature
needs to be addressed by affected UK registered aircraft, engine or parts. It is issued
through telex or first class post.
The CAA Airworthiness Directives procedures will be superseded by

JAR-39: Airworthiness Directives
56
18- DEFERRED MAINTANENCE MEL / CDL
Introduction
The regulations' traditionally specified that all installed aircraft equipment required by the
airworthiness and operating regulations must be operative. However, experience
indicated that, with varying levels of redundancy designed into airplanes, operation of
every system or installed component was not necessary when the remaining operative
equipment provided an acceptable level of safety.
The Minimum Equipment List (MEL) is a document established by the operator and
approved by National Authorities of the operator. Operator's MEL is developed on the
base of manufacturer’s Master MEL (MMEL) and customised by the operator as a
function of its own operational policies and national operational requirements.
The Configuration Deviation List (CDL) is a document approved by the Airworthiness

Authority having certified the aircraft. The CDL is included in the Aeroplane Flight
Manual.
These documents allow operations with certain items, systems, equipment, instruments or
components inoperative or missing as it has been demonstrated that an acceptable level of
safety is maintained by appropriate operating limitations, by the transfer of the function
to another operating component(s) or by reference to other instruments or components
providing the required information.
MINIMUM EQUIPMENT LIST (MEL)
Definition
A MEL provides the means to release an airplane for flight with inoperative equipment.
The intent is to permit operation for a limited period until repair or replacement of the
defective equipment can be accomplished. It is, however, important that repair be
accomplished at the earliest opportunity rather than continue operations indefinitely with
inoperative equipment.
Nothing in the concept disallows the authority of the pilot in command. The pilot may
require that any item covered by the Minimum Equipment List be repaired before flight.
57
Master Minimum Equipment Lists (MMEL)
During type certification, the agreement between manufacturer and the Airworthiness
Authorities formalizes the Minimum Equipment as the Master MEL or MMEL. The
principal criteria used when adopting an MMEL item are that:
i) An acceptable level of safety is assured after considering subsequent failure of the

next critical component within a system.
ii) Any interrelationships between allowed inoperative items do not compromise

safety.
Once adopted, a list is subject to periodic revision. As operating experience is gained,

revisions arise from needs from individual operators petitioning the Airworthiness
Authority. There is no defined revision cycle.
There is usually a separate list for each large airplane type; for example, the MMEL for
the 737 addresses all model variants of that type design. Small airplanes are covered by a
generic master list.
58
59
Operator Minimum Equipment Lists (MEL)
MMELs are not intended for operating use. Rather they act as the source document from
which an individual operator's MEL is developed. An individual operator's MEL when
appropriately authorized permits operation with inoperative equipment for those aircraft
listed in his Operations Specifications.
The Operator’s MEL is developed to satisfy
i) MMEL
ii) Manufacturer’s recommendations
iii) Operator’s company Standards and Policies
iv) Operator’s general company procedures
v) Operator’s Flight Operations procedures
vi) Operator’s Maintenance procedures.
Operator MELs will frequently differ in format and content from the MMEL but they
cannot be less restrictive.
Operators are responsible for exercising the necessary control to ensure that an acceptable
level of safety is maintained. This includes a repair program embracing the parts,
personnel, facilities, procedures, and schedules to ensure timely clearance of deferred
items.
Suitable conditions and limitations in the form of placards, maintenance procedures, crew
operating procedures, and other restrictions that are necessary must be specified. In
operating with multiple inoperative items, the interrelationships between those items and
the effect on airplane operation and crew workload must also be considered.
MEL Repair Interval
As The MEL is not intended to provide for continued operation of an aircraft for an
unlimited period of time. Repairs should be made as soon as possible within the time
limit imposed by Rectification Intervals.
Rectification Intervals (A, B, C, and D) have been introduced in accordance with

definitions of JAR-MMEL/MEL
Category A. Items in this category must be repaired within the interval stated in the
operator's approved MEL.
Category B. Items in this category must be repaired within 3 consecutive calendar days
(72 hours), excluding the day the malfunction was recorded in the maintenance record
(logbook).
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Category C. Items in this category must be repaired within 10 consecutive calendar days
(240 hours), excluding the day the malfunction was recorded in the maintenance record
(logbook).
Category D. Items in this category are those which are in excess of regulatory
requirements. They include items that may be installed, deactivated, or removed at the
discretion of the operator. They may be added to the operator's MEL but are not required
by the MMEL or are required only for a given type of operation. These must be repaired
within 120 consecutive calendar days, excluding the day the malfunction was recorded in
the maintenance record (logbook).
Dispatch of the aircraft is not allowed after expiry of the Rectification Interval specified
in the MEL unless the Rectification Interval is extended in accordance with the
following:
A one time extension of the applicable Rectification Interval B, C, or D, may be

permitted for the same duration as that specified in the MEL provided:
i) A description of specific duties and responsibilities for controlling extensions is

established by the operator, and
ii) The Authority is notified within 10 days of any extension authorised.
Approval of Operator MEL
When reviewing the proposed MEL , the Airworthiness Authority will check for the
following:
i) Nothing is contained in the MEL that is less restrictive than the MMEL.
ii) Nothing contradicts the FAA approved Airplane Flight Manual
iii) Nothing violates any limitations and conditions stipulated by ADs issued
against the aircraft
iv) Operations (0) and maintenance (M) procedures required by the MMEL are
adequate
v) A defined management control process for administration of the MEL
Deferral Procedures
Once it has been determined that an item is deferrable, a decision is made to defer or fix
it. This normally involves, at the minimum, station maintenance personnel and the pilot
in command. However, in many instances flight dispatch, maintenance engineering, and a
central maintenance control or quality control organization will be a party to the decision.
Some airlines designate, in the body of their MEL, specific individuals or organizations
that have deferral authority for each item listed in their MEL.
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After the decision is made to defer, specific actions will be taken by various
organizations. Station maintenance personnel will:
Properly secure the deferred item in accordance with company procedures.
Appropriately, placard the cockpit.
Clear the aircraft log by transcribing the item from the airplane log to a deferred
maintenance log or its equivalent.
The deferred log is carried aboard the airplane and is available to the pilot in
command.
Notify the record-keeping function within the airline so that the necessary
bookkeeping will take place, thus ensuring that the item is properly tracked and
scheduled for later repair within allowable time limits.
Notify dispatch and/or the pilot in command that the item is deferred.
Notify any other organizations within maintenance that may be affected by the
deferral; for example, main base stores, line station maintenance, central
maintenance control.
Dispatch and/or the pilot in command shall, as appropriate,
Observe any special limitations or modified operating procedures attendant to the

deferred item.
Notify other operations organizations and line stations affected by the deferral.
Maintenance control or other appropriate organization charged with tracking deferred

items and scheduling will take appropriate action to clear the item from the deferred log
within the allowed time for deferral.
Refer next page for the process chart
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CONFIGURATION DEVIATION LIST (CDL)
Introduction
During the course of operation, certain secondary airframe or engine parts may be
missing from the aircraft. Normally these will be access doors, fairings and non-structural
parts. Absence of these parts does not adversely affect the basic aircraft handling and
performance. As such they are not considered as airworthiness items
Definition
Configuration Deviation List (CDL) is a means of releasing the aircraft with items
missing from aircraft standard design configuration. Determination of items is done
during type certification itself i.e. they have been flight tested during certification. The
CDL is a part of the Approved Aircraft Manual.
Handling CDL items
Although the concept of Rectification Interval does not exist for the CDL, all CDL items
are not allowed to be left unrepaired for an unlimited period of time as stated in the Flight
Manual. However, a specific time limit is required in the dispatch condition itself for
some items. Decision for repair is under the operator responsibility.
It is company policy that every effort be made to maintain 100 % serviceability with
rectification being initiated at the first practical opportunity.
An aircraft must not be dispatched with multiple MEL/CDL items inoperative without the
Commander having first determined that any interface or interrelationship between
inoperative systems or components will not result in a degradation in the level of safety
and/or undue increase in crew workload.
In case of defect, engineering personnel will certify in the Technical Log adjacent to the
appropriate defect the MEL / CDL subject title, system and item number together with
any operational limitations.
When applicable, operational flight plan, take off and landing performance and fuel
requirement penalties must be taken into account due to inoperative equipment or
component.
When a CDL item is rectified, engineering personnel should make an entry in the
Technical Log identifying the item and details of the rectification, including a statement
that the CDL item has been removed.
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DISPATCH DEVIATION GUIDE (DDG)
Introduction
With increasing complexity of aircraft and its systems, airlines reliance on the
manufacturer for guidance for maintenance and flight operations matters has increased.
Frequently it involves tricky MEL/CDL matters. With the advent of glass cockpit aircraft,
the fault messages generated by the cockpit is now tagged along with possible defect,
defer and troubleshooting advise. DDG is produced to help the airlines in this respect.
Definition
The DDG is a guide prepared by the manufacturer to assist to operator in
i) developing flight operation and maintenance procedures associated with the

MEL
ii) guidance with regards to CDL items
It is NOT a legal document as it is only intended as a guide and they are reference
document and will not meet requirement as a standalone MEL. It is advisory in nature.
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19- CERTIFICATE MAINTANENCE REQUIREMENTS (CMR)
Introduction
An Approved Maintenance Schedule details all the maintenance needed by the aircraft to
maintain its airworthiness. It generally boils down to specific maintenance tasks to carry
out at specific time and intervals on the aircraft’s structure, component and powerplant.
The determination of tasks and intervals is done by testing and analysis during the type
certification itself.
However as aircraft becomes increasingly complex, more and more functions is being
done by the aircraft’s parts and components resulting in a very integrated aircraft.
Systems are no longer standalone but rather communicate with each other. Subtle
interaction between systems makes failure mode analysis difficult. A hidden failure in a
system may cause a cascading failure elsewhere and may even lead to danger.
As it will be almost impossible to test every permutation of latent failures of systems and
subsystems, statistical and numerical analysis is done on the systems. As a result
inspection routines are developed to minimise the probability of hazardous or
catastrophic failure that may result from multiple system hidden failures.
Definition
CMRs are a set of maintenance actions that minimises the probability of hazardous or
catastrophic failure that may result from multiple systems hidden failures. It is integral to
the aircraft Type Certificate as it is included in the Basis of Certification. Compliance is
mandatory.
CMRs are listed in a separate document, which is referenced in the Type Certificate Data
Sheet. The CMR document is included as an appendix to the MRB report.
CMRs and Normal Maintenance Tasks
Normal Maintenance tasks are done for safety, operational and economic reasons
whereas CMRs are only failure-finding activity that limits the exposure of aircraft to
hidden failures and to fulfil a defined maintenance level.
CMRs and Maintenance Programmes
CMRs are now classified into two types.
i) One-Star CMRs
ii) Two-Star CMRs
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One-star CMRs (*).
The tasks and intervals specified are mandatory and cannot be changed, escalated, or
deleted without the concurrence of the responsible Airworthiness Authority
Two-star CMRs (**).

Task intervals may be adjusted in accordance with an operator's approved escalation
practices or an approved reliability program, but the task may not be changed or deleted
without prior Airworthiness Authority approval.
Both short- and long-term escalation of CMR inspection time is now possible. Short-term
escalation is a temporary extension beyond the required inspection for a specific period.
This accommodates uncontrollable or unexpected situations that prevent the CMR from
being accomplished within the required interval.
Long-term escalation permits permanent increases in the required inspection time. This
allows credit for in-service experience. But instances of a CMR task accomplishment
repeatedly finding no failure may not be sufficient justification for deleting the task or
increasing the time. This is most likely the case for one-star CMRs.
One-star CMRs are not good candidates for long-term escalation under an air carrier's
reliability program. If world fleet service experience indicates that certain assumptions
regarding component failure rates made during original certification were overly
conservative then one-star CMR tasks or intervals may be changed. Sufficient statistical
data to substantiate a change will more than likely not be able to be gathered.
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20- MAINTANENCE
Introduction
Recalling the definition of Airworthiness in Chapter 1, what we have covered so far is the
design part of the aircraft’s Airworthiness. In the Certificate of Airworthiness, the
statement
“… is considered to be airworthy if maintained and operated in accordance with… “
implies that maintenance is the other important part of Airworthiness. The aircraft is
delivered to the airlines along with the Approved Maintenance Schedule. Deterioration of
the aircraft due to use and time factor cannot be avoided. If it is allowed to remain
unchecked, will lead to non-conformity of its Type Certificate conditions. Or it may even
lead to hazardous as well as a catastrophic event. Maintenance activities rectify these
conditions and restore the aircraft airworthiness.
Definition
Maintenance is the actions necessary to sustain and restore the airworthiness of aircraft,
its engines and equipment.
Primary maintenance activities are

i) inspection
ii) overhaul
iii) repair
iv) replacement
v) modification
of aircraft, its engines and equipment to ensure conformity with the aircraft’s Type
Certificate.
Failure Management
As aircraft are built to fail-safe philosophy, no single failure may cause a hazardous flight
conditions. Normally MEL/CDL is part of that philosophy. Design improvements are
another. To maximise aircraft dispatch, a strategy incorporating both design and
maintenance management techniques is adopted.
Systems are designed to be

i) multiple redundant
ii) fault tolerance, fail-safe, fail-passive and beyond the design certification
requirements.
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Fault tolerance
It is a system capability to work satisfactorily without noticeable degradation in

performance, with certain number of faults present. It depends on the number of
redundancy, but at least two or more faults must occur before failure. The design allows
uninterrupted and unrestricted operation following random component failures.
Fault tolerant system generally
i) contain at least a spare subassembly in excess of certification requirement
ii) provide very good fault detection / isolation capability
iii) automatically configure themselves without any noticeable cockpit effects

when faults are detected internally providing fault-free operation
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Chapter 5
Aircraft Maintenance
Programme
21- MAINTANENCE PROCESSES
Introduction
Maintenance programmes and processes control the maintenance activities of the airline
and its fleet of aircraft. The United Kingdom Civil Aviation Authority (CAA) recognizes
three primary maintenance processes.
They are
i) Hard Time,
ii) On-Condition and
iii) Condition Monitoring.
In general terms, Hard Time and On-Condition both involve actions directly concerned
with preventing failure, whereas Condition Monitoring does not. However the Condition
Monitoring process is such that any need for subsequent preventative actions would be
generated from the process.
Hard Time
This is a life-based concept. It is the oldest maintenance process. It is rooted in the

assumption that reliability decreases with increased operating age. Its intended purpose is
to prevent failure. This is a preventative process in which known deterioration of an Item
is limited to an acceptable level by the maintenance actions, which are carried out at
periods related to time in service.
Hard time applies a fixed time and/or cycles (e.g. calendar time, number of cycles,
number of landings) that an item is permitted to operate on an airplane. Upon reaching
the limit it must be overhauled or replaced (discarded). Items selected for hard time
should be limited to:
i) Simple items subject to only one failure mode
ii) Components or assemblies which have definite life limits (for example, metal
fatigue) or whose failure could have a direct adverse effect upon safety if they
malfunctioned in flight
The prescribed actions normally include Servicing and such other actions as Overhaul,
Partial Overhaul, replacement in accordance with instructions in the relevant manuals, so
that the Item concerned (e.g. system, component, portion of structure) is either replaced
or restored to such a condition that it can be released for service for a further specified
period.
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Reliability-centred maintenance (RCM) processes
The general application of the hard time process became outmoded as the industry
matured and aircraft became more complex. A methodology evolved that is oriented
toward mechanical performance, Reliability-Centred Maintenance (RCM).
This is an analytically based concept designed to realize the inherent reliability of a

design. It accepts that the operation of a component or system may fail between required
inspections, and that the airplane may be safely operated until the next inspection reveals
the failure. Its application is, therefore, limited to items whose failure during airplane
operation will not have catastrophic consequences. RCM uses two dominant processes.
On condition
This also is a preventative process but one in which the Item is inspected or tested, at
specified periods, to an appropriate standard in order to determine whether it can continue
in service (such an inspection or test may reveal a need for servicing actions). The
fundamental purpose of On-Condition is to remove an Item before its failure in service. It
is not a philosophy of 'fit until failure' or 'fit and forget it.
On condition avoids predicting hard time failure wear-out points. Rather, repetitive
inspections or tests that detect potential failures are adopted. These tests call for the
removal or repair of individual components "on the condition" that they do not meet a
defined standard of performance.
A determination of continued airworthiness may be made by visual inspection,

measurements, tests, or other means without a teardown inspection or overhaul. The
checks are performed within the time limitations prescribed for the inspection or check.
Performance tolerances and wear or deterioration limits are defined in the Approved
Maintenance Schedule. On-condition maintenance can involve bench tests and is thus not
restricted to on-wing inspections. However, on-wing inspections/tests are preferred.
On condition considers specific failure modes. It is based on the likelihood of defining

some physical evidence of reduced resistance to the failure mode in question. Until that
evidence is present, units remain in service.
Condition Monitoring
This is not a preventative process, having neither Hard Time nor On-Condition elements,
but one in which information on Items gained from operational experience is collected,
analysed and interpreted on a continuing basis as a means of implementing corrective
procedures. The process applies to items that show deterioration over time.
It consists of observing deterioration of a component or system as it trends toward failure.

Explicit operating parameters of the device, which are indicative of deterioration or wear,
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are selected. Collecting and interpreting these data “monitors the condition" of the
device.
This form of condition monitoring is best exemplified by engine condition monitoring.

Parameters such as altitude, Mach number, inlet pressure and temperature, N1 and N2,
burner pressure, and EGT are collected. These gas path data are normalized and plotted
against time. They are compared against known specific deterioration pattern failure
modes evidenced by these parameters. These are coupled with oil sample and vibration
analyses.
Accurate identification of incipient failures is thus possible, thereby allowing economical

repair before the occurrence of extensive costly damage; it is most beneficial with
high-cost items such as engine components. Removal, disassembly, or inspection is not
required.
ETOPS-type of operations is heavily reliant on Condition Monitoring for its continued

operation.
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22- MAINTENANCE PROGRAMME
Introduction
Based on the maintenance processes described before, the activities may now be grouped
together a maintenance programme. It covers the whole spectrum of aircraft operation.
Any maintenance that arises from schedule maintenance is called unscheduled
maintenance.
The maintenance programme is developed concurrently during type certification. The

parent document that results is the Maintenance Planning Document (MPD). There are
two primary methods in which the maintenance programme is developed.
They are
i) Hard Time methodology for pre1980 certified aircraft
ii) MSG-3 Condition Monitored Maintenance for post 1980 certified aircraft
Hard Time Methodology
The manufacturer will analytically determine the maintenance processes required by each
aircraft parts, components and powerplant. The basis of determination will be summed up
as follows:
Hard Time items are:
(i) Where the failure of the Item has a direct adverse effect on airworthiness and
where evidence indicates that the Item is subject to wear or deterioration.
(ii) Where there is a 'hidden function' i.e. components that does not give any cockpit
indications of its operational status; which cannot be checked with the Item
in-situ.
(iii) Where wear or deterioration exists to such an extent as to make a time limit
economically desirable.
(iv) Where component condition or 'life' progression sampling is practised.
(v) Where limitations are prescribed in a Manufacturer's Warranty.
On-Condition items are:

Where an inspection, or test of an Item to a prescribed standard (frequently in-situ) will
determine the extent of deterioration, and hence the 'condition', i.e. any reduction in
failure resistance.
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Condition Monitoring items are:
Where a failure of an Item does not have a direct adverse effect on operating safety, and
where Hard Time and On-Condition processes are not prescribed and no adverse age
reliability relationship has been identified as the result of analysis of the data arising from
a formalized monitoring procedure or programme.
Condition Monitored Maintenance (MSG-3)
Condition Monitored Maintenance, as a programme, is the formalized application of the

maintenance processes Hard Time, On-Condition and Condition Monitoring to specific
items as prescribed in the Approved Maintenance Schedule.
The controlling activity of Condition Monitored Maintenance is Condition Monitoring

irrespective of whether Condition Monitoring is prescribed as a primary maintenance
process in the Approved Maintenance Schedule or not.
Condition Monitoring is repetitive and continuous, the key factor in its use being the
introduction of aircraft embodying failure tolerant designs, which allow for replacement
of some traditional failure preventative maintenance techniques by non-preventative
techniques.
Condition Monitoring is not a relaxation of maintenance standards or of airworthiness

control; it is, in fact, more demanding of both management and engineering capabilities
than the traditional preventative maintenance approaches. Each Condition Monitored
Maintenance Programme is required to be approved by the Airworthiness Authorities.
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23- SCHEDULED MAINTENANCE PROGRAMME (MSG-3)
Introduction
The Hard Time methodology is very expensive and did not significantly improve
maintenance. Consequently, Condition Monitored Maintenance is currently preferred.
Standards adopted are formally known as MSG-3.
MSG-3 currently includes three revisions, the most recent adopted in 1993. Airplanes
certificated during the 1980s and 1990s use MSG-3 for the development of scheduled
maintenance tasks. MSG-3 is dominantly task oriented rather than process oriented.
Objectives
The objectives of scheduled maintenance are to
i) ensure safety and reliability of aircraft

ii) restore safety and reliability that was lost by deterioration
iii) obtain sufficient necessary to improve items with inadequate target reliability
iv) accomplish these goals at minimum costs including maintenance and costs of
resulting failure
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MSG-3 Methodology
Administration
Industry Steering Committee
The Industry Steering Committee (ISC) establishes policy, supports, and manages the
activity of the working groups. Members are composed of representatives from the initial
customers of the aircraft and the airframe and engine manufacturers.
It defines the number, type, and composition of working groups and coordinates activities
with the certifying Airworthiness Authority, foreign regulatory agencies, and the
manufacturers. It represents the interests of the airlines to the manufacturer and the
regulatory agencies. A representative from the manufacturer and the airlines jointly chair
the committee.
It documents working group proposals into a unified maintenance inspection plan. This
document is supplied to the Airworthiness Authority. The committee gets administrative
and facilities support from the manufacturer.
Maintenance working groups
Working groups identify and analyze maintenance significant items, beginning with the
original list prepared by the manufacturer. The number of groups is determined by the
steering committee. Usually there are separate groups for each system, that is, hydraulic,
flight control, structure, power plant, and so on. Like the ISC, each working group is
jointly chaired by a representative from the manufacturer and the airlines.
Manufacturer's involvement
The manufacturer participates as a member of the various working groups. Additionally,

before and during the formal deliberations of the working groups, manufacturers provide
information concerning the component, systems, and structures design:
i) Identification of an initial Maintenance Significant Items (MSI) list

ii) Definition of the function, operation, and unique features of the design
iii) Provision of failure analyses (including cause/effect), reliability data
iv) Preparation of initial MSG-3 analysis including maintenance limits, tasks and
intervals
v) Preparation of training materials and presentation familiarization classes for
the working groups and ISC
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Regulatory agency representatives
The Aviation Authority observers offer guidance and participate in the work of the
steering committee and working groups. They are members of the certifying Aviation
Authority Maintenance Review Board (MRB). Representatives from foreign regulatory
agencies such as the FAA/JAA also directly participate in the process.
Airline representatives
The airline representatives to the process bring the airline maintenance expertise and
perspective to the analysis. Specialists in systems, structures, and components are
members of the working groups. They participate in the MSI analysis offering guidance,
including recommendations for specific tasks and inspection methods.
Schedule Maintenance Content
MSG-3 has identified that the Scheduled Maintenance is made up of these two major
items. They are
i) group of tasks
ii) maintenance significant items
Identifying these is what determines the maintenance actions.
The group of tasks consists of routine/repetitive tasks such as
i) Lubrication/servicing, which is the replenishment of consumable materials

ii) Operational check to determine that the item is performing its intended
function within quantitative tolerance
iii) Visual check to determine that the item is performing its intended function but
does not involve quantitative tolerances
iv) Inspection that involves visual or specialized techniques and equipment to
determine serviceability
v) Functional check or quantitative check to determine serviceability of
function(s)
vi) Restoration, the work necessary to return the item to a serviceable condition
vii) Discard that which involves the removal from service at a specified life limit
And non-scheduled tasks which is the consequence of
i) scheduled tasks
ii) pilot reports
iii) data analysis
The MSG-3 divides the tasks and MSIs into 4 sections

i) Systems / Powerplant including APU’s
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ii) Aircraft Structure
iii) Zonal Inspections
iv) Lightning / High Intensity Radiated Field (L/HIRF)
Maintenance Significant Items (MSI) are items in which their failure will have an effect
on the aircraft either its airworthiness or economic costs. Criteria for selection of an item
as an MSI addresses the consequences of an item's failure including
i) the effect upon safety,
ii) the undetectable failure,
iii) or the failure that has a significant operational or economic impact
Each MSI must be clearly identified as to its function, functional failure, failure causes,
and effects.
MSI Analysis
MSG-3 defines a methodology called decision tree logic. It is organized to uncover
evident and hidden failures and to separate safety related to economic failure in the
design. Methods for defining servicing and lubrication tasks are included. The list is
analyzed for importance of the following:
Safety-related items.
Any system or component malfunction that results in the loss of airworthiness is by
definition safety related. is the malfunction readily apparent to mechanics or pilots? Is it
hidden? The answer to these and other questions help define tasks.
Potential economic impacts.

The analysis examines such issues as high initial design, manufacturing and ownership
cost, high maintenance cost, premature removal rates, significant access problems, and
potential for mechanical dispatch delays.
The maintenance tasks are decided after the MSI analysis has been done on the complete
aircraft, parts, components and its engines.
Task interval definition

Airplane designs assume a specific utilization and flight spectrum. The MSI analysis uses
these numbers when developing the task intervals. Accumulated flight-hours, calendar
time, number of system operating cycles, or the number of landings are the accepted
measurements used when specifying maintenance intervals. Aircraft utilization is a
significant element in determining when an inspection or maintenance task is performed.
Cycle-influenced items
The number of cycles per flight-hour affects the inspections and maintenance. Short
flights incur more flight cycles. Cycle-influenced items include landing gear, wheels,
tires and brakes, leading, and trailing edge devices.
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Flight cycles are the principal determinants of structural inspection items. They impart
stresses and loads on the structure resulting in fatigue. These include gust and
manoeuvring loads and pressurization loads. Engines are affected by the number of
thermal cycles to which they are exposed, particularly the application of takeoff power.
Time-influenced items
Items subjected to operating wear and deterioration are related to the operating hours they
experience. Typical examples include systems and components installed in the airplane.
Some items deteriorate not from use but merely the passage of time. These items are
related to calendar time rather than airplane use; an example is emergency equipment.
Maintenance recommendations
The product of the working groups' activities is a recommended list of inspection, check
tasks, and check intervals. Inspection intervals may he expressed as flight time, calendar
time, takeoff/landing cycles, and pressurization cycles as may be appropriate to the item
analyzed.
The maintenance/inspection recommendations are assembled into a document called the
Maintenance Requirements and Review Proposal. The manufacturer submits the proposal
to the Airworthiness Authority. Maintenance Review Board report will be based on the
recommendations.
Maintenance Review Board

The Airworthiness Authority convenes the Maintenance Review Board (MRB) for
examination and approval of the proposal. Final issues are identified and resolved. Many
of the members of the board are participants in the deliberations of the working groups.
The product of this review is known as the Maintenance Review Board (MRB) report.
Maintenance Review Board report
The MRB Report is issued by the certifying Airworthiness Authority and the primary
purpose of an MRB report is to determine the initial minimum scheduled maintenance
requirements for new or derivative air planes. It should not be confused with, or thought
of as, a continuous airworthiness maintenance program. It is the framework around which
each air carrier develops its own individual scheduled maintenance program for the
airplane.
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An MRB Report for Boeing 767 issued by the FAA (Boeing)
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24- MAINTENANCE CHECKS
Introduction
With the MRB Report finalised, the maintenance programme for the aircraft is approved
by the certifying Airworthiness Authority. However MRB reports on its own cannot be
used directly. As MRB only define the basic type configuration, it will not cover buyer
furnished items such as customised avionics package and in-flight entertainment systems.
Another document is needed before a complete maintenance programme can be derived.
Maintenance Planning Document
The aircraft manufacturers produce the Maintenance Planning Document (MPD). It

supplements the MRB and is advisory. It includes buyer furnished equipment and is
customised to suit the airline’s fleet. Some manufacturers will also include information
from Service Bulletins, Service Letters and other sources. A scheduled maintenance
program is constructed from the MRB report and the materials contained in the MPD.
Included in the MPD are:
i) Maintenance labour-hours estimates for tasks

ii) Facilities and tooling recommendations
iii) Recommended optional maintenance tasks
iv) Administrative process and planning information, including packaging
methods
The airline builds its maintenance programme around the MPD.
Task cards
The smallest unit in a maintenance programme is a task. These individual tasks are
printed on individual card for action by the maintenance crew. Task cards translate
individual inspections, checks, or other maintenance work into specific task instructions
to be followed by individual certifying staff when performing work. They provide space
for individual sign-off by the certifying staff accomplishing the work and the appropriate
inspector sign-off for Duplicate Inspection Items. They are a part of the aircraft
maintenance record.
They are divided into two categories, routine and non-routine. Routine cards are those
tasks defined by the inspection program. They come from the scheduled maintenance
program.
Non-routine discrepancy cards document discrepancies discovered during the conduct of

a given inspection or other maintenance activity. They are ad hoc word instructions
addressing the specific repair task to be accomplished. Deficiencies discovered during
flight are not recorded on non-routine cards. Rather the pilot in the aircraft technical
logbook or the cabin crew in the cabin log enters them.
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Schedule Maintenance Package
After all the required task cards have been generated, the maintenance programme can
now be packaged to suit the airline and its operation. The airline’s local Airworthiness
Authority before use must approve this package. Any change must also have their
approval. These packages are rarely static and they will change during the service life of
the aircraft due to additional items resulting from modifications and service bulletins
items. Often these will result in additional maintenance tasks.
Block maintenance
Scheduled maintenance tasks are grouped into work packages known as blocks. The
exact nomenclature, composition, numbers, and sequencing of blocks varies between
operators.
Thus the packaging program for an MSG-3 aircraft like A-340 or 777 is different from
that followed by pre MSG-3 aircraft like 727/DC-8 and its generation. Regardless of its
structure, the intent of any package is to level the workload, minimize airplane time out
of service, and simplify the control of the tasks. Regardless of the means by which the
tasks are packaged, all the required work defined by the MRB will be done when all the
blocks defining the overhaul cycle are complete.
A typical block is shown next page to demonstrate the concept. In this simple illustration,
each block is a multiple of the next higher block. Each check covers all the work
performed by the preceding check plus the tasks called for in the present check. Thus
each succeeding check requires an increasing amount of work.
A block of maintenance work is called a check. These checks are divided into:
i) service checks
ii) letter checks
iii) phased checks
iv) calendar checks
The service checks
These are the lowest levels of scheduled check. They travel under several common
names: post-flight, maintenance pre-flight, service check, overnight, number 1, number 2
etc. They are cursory visual inspections of the aircraft to look for obvious damage and
deterioration. They check for "general condition and security" and review the aircraft log
for discrepancies and corrective action. The accomplishment of the daily check requires
little specific equipment, tools, facilities, or special skills.
It is a basic validation that the airplane remains airworthy. Usually this check will be
accomplished every X number of days or flight hours.
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The letter checks
Letter checks begin to open the airplane for more detailed inspection and test. Each
different letter check, A through D, is more detailed requiring more time, special tooling,
special equipment, and specialists to accomplish. The C and D checks are frequently
referred to as the heavy checks.
The content of each lettered check, for example the C, will not necessarily be the same
each time it is performed. Consider a check item that has a large interval attached to it.
This item is included in a given letter check but scheduled for say only every second,
third, or fourth check. For example a 2C check equals the basic C check plus those
defined X-hour items accomplished every other C check.
The A check
This lettered check is the next highest level of scheduled maintenance. It is accomplished
at a designated maintenance station in the route structure or at the main maintenance
base. The check includes the daily check. It further includes the opening of access panels
to check and service certain items of equipment, which are scheduled at the A check
interval. Some limited special tooling, servicing, and test equipment are required.
Examples of A check items include:
i) General external visual inspection of aircraft structure for evidence of

damage, deformation, corrosion, missing parts
ii) Crew oxygen system pressure check
iii) Emergency lights operational check
iv) Nose gear retract actuator lubrication
v) Parking brake accumulator pressure check
vi) Proper operation of master warning and caution verification
And various tests using onboard BITE checks
The B check
This is a slightly more detailed check of components/systems. Special equipment and

tests may be required. It does not involve, however, detailed disassembly or removal of
components. Contemporary maintenance programs do not use the B check interval. For a
number of reasons, the tasks formerly defined for this interval have been distributed
between the A and C checks.
The following two-letter checks are traditionally known as heavy cheeks. They are
accomplished at the main maintenance base of the airline where specialized personnel,
materials, tooling, and hangar facilities are available.
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The C check
This is a detailed check of individual systems and components for serviceability and
function. It requires detailed inspections and checks; a thorough visual inspection of
specified areas, components, and systems; and operational or functional checks of
specified components and systems. It is a high-level check that involves extensive
tooling, test equipment, and special skill levels. The C check includes the lower checks,
that is, the A check and the daily check. Examples of C check items include:
i) Visual check of flight compartment escape ropes for condition and security
ii) Check of operation of AC BPCU
iii) Visual check of the condition of entry door seals
iv) Operational check of flap asymmetry system
v) Pressure decay check of APU fuel line shroud
vi) Inspection of engine inlet TAI ducting for cracks
vii) Operational check of RAT deployment and system
The D check
The D check, also known as the structural check, includes detailed visual and other non-
destructive test inspections of the aircraft structure. It involves detailed inspection of the
structure for evidence of corrosion, structural deformation, cracking, and other signs of
deterioration or distress. Structural checks involve extensive disassembly to gain access
for inspection. Structural checks are worker hour and calendar time intensive. Examples
of structural check items include:
i) Inspection of stabilizer attach bolts

ii) Inspection of floor beams for...
iii) Detailed inspection of wing box etc.
D checks are missing from most MSG-3 initiated programmes. These check items have
been distributed among the C check packages.
Phased checks
The scheduled maintenance items for a large airplane are extensive, particularly for the
higher checks, C and structural. Consequently, the accomplishment of a C check or D
block removes the airplane from service for an extended period. This incurs a lot of
downtime.
A solution is to divide the C and D checks into segmented blocks or "Phases." This
amount to distributing, say, the C checks items among the more frequent checks. Thus
each lower-level check will include a different group of C check items.
Some operators, rather than distribute among the lower checks, have divided the C and D
check items into a discrete number of packages that may be accomplished from night to
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night. Although this approach will balance the workload, it has its drawbacks. As the
number of phases chosen increases, it is harder to control and record the work.
A typical phase check provides for a thorough visual inspection of specified areas,
components, and systems as well as operational or functional checks of specified
components and systems. Each check includes the requirements of traditional A check,
multiple A check work items, and multiple portions of C and structural checks at suitable
intervals. These phased intervals might vary anywhere from 200 to 800 hours, depending
on the work-packaging plan and other airline operating variables.
Calendar checks
Some operators will repackage the items from a flight time-based system to a calendar
time-based system on the basis of average daily usage of the equipment. The tasks are
scheduled under a system of daily checks, weekly checks, and so on.
Special inspection programs
Additions to the scheduled maintenance program are augmented to accommodate specific

tasks defined by such programs as Extended Twin Operations (ETOPS). Specialized
navigation operations like flight operations using GPS as the sole means of navigation, or
navigation checks to meet the requirements of the Category 2 or Category 3 instrument
approach and landing operations require additional maintenance activity.
Aging aircraft programme
Initially, aircraft is built to have an economic life of 15-20 years. However, as the initial
certification assumptions were very conservative, many of these high-time aircraft have
been found to be still productive. Many have been converted in freighters and many are
operated by budget airlines due to their low second-hand value. Many are more than 15
years old and some are even close to 30 years old. Manufacturers initiate special
maintenance requirement for these high-cycle aircraft known as Aging Aircraft
Programme.
Supplemental structural inspection programmes
High time/cycle aircraft have additional supplemental structural inspections applied to

them. Supplemental structural inspection programs arose partly as the result of incidents
involving a high time cycle aircraft. Requirements for these programs are contained in a
document called the Supplemental Structural Inspection Document (SSID).
Airworthiness Directives (AD) now mandates them. The SSID is a damage tolerance
program based on flight cycles. It focuses on fatigue cracks. Airplanes that are designed
to damage tolerance requirements must have an Approved Airworthiness Limitations
Section as part of the Instructions for Continued Airworthiness. SSID inspection intervals
defined as airworthiness limitations cannot be increased or decreased without
Airworthiness Authority approval.
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Aging systems programs
The FAA is presently engaged to identify aging issues with aircraft systems and the
possibility of requiring additional checks and inspections. Subjects being investigated
include such topics as aging aircraft wire bundles, deteriorated electrical insulation, and
internal leakage of hydraulic components.
A taskcard example
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25- MAINTENANCE PACKAGE
Introduction
In the old Hard Time methodology, the blocks are strictly enforced in the MRB. MSG-3
practice removes the packaging of maintenance tasks from the MRB process. When a
MSG analysis is conducted only the tasks and intervals are identified. The packaging into
manageable blocks is left to the airline. Frequently, the manufacturer helps out.
Check packages
The final item is to prepare a check package that bundles mandatory and discretionary
maintenance tasks. Mandatory tasks include:
i) The scheduled check (for example, the C check)

ii) AD note accomplishment
iii) Certification Maintenance Requirement (CMR) inspections
iv) Clearance of deferred maintenance MEL items
v) Hard time changes of life limited parts
vi) Ad hoc maintenance such as corrosion control, structural repair, system
repairs, component removal, and replacement
vii) Special operator- or manufacturer-initiated inspections
Discretionary tasks include:

i) Service bulletin accomplishment to improve departure reliability
ii) Installation of passenger acceptance, appearance, and convenience items or
cost-reduction items, for example, interior refurbishment and exterior
painting
iii) Sampling inspections to gather data for task or check escalations, etc.
iv) Component replacement for convenience
v) Replacement of Configuration Deviation List (CDL) items
Check package completion
The completed check package is gathered together and all the task cards, reference
materials, and parts are shipped out to the hanger. The certifying staffs do the checks and
repairs and the aircraft is returned to service. Checks are scheduled for a specific number
of days.
The time allowed for a check must allow accomplishment of all the mandatory tasks and
sufficient for completing unscheduled work arising from the inspection findings. Should
the unscheduled work exceed the time available some work tasks must be discarded to
accommodate the extra work. Consequently, mandatory check items will always take
precedence over discretionary items. Discretionary items, which are discarded due to nil
time, are normally listed as “Carry Forward Items”.
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26- MAINTENANCE PACKAGE INTERVAL CHANGE
Introduction
The limits and intervals set in the operator maintenance programme is more or less fixed.
However operational reasons may make this sometimes unfeasible, e.g. difficulty in
obtaining spares, unforeseen operational conditions etc. Reliability analyses may also
find that certain components maintenance intervals are too conservative etc. The first
case may warrant a short-term extension and the second case a permanent extension of
the check cycle. The procedures for both are called Escalation.
Escalation
Escalation is a maintenance process for interval adjustment of hard time and on-condition
intervals using such reliability techniques as sampling, actuarial studies, component
performance, inspector and shop findings, pilot reports, removal rates, and so on. It is
based on the reliability program data primarily aimed at on-condition maintained items.
Today a very limited number of hard timed items will or can be escalated.
Inspections contained in the Airworthiness Limitations Section of the MRB document

cannot be increased or decreased without Airworthiness Authority’s approval. If the
operator adopts a formal reliability program, specific approval for individual escalation is
not required.
It is a structured, disciplined approach. Neither large incremental increases in inspection

intervals nor large-scale abandonment of maintenance inspections is the norm.
Short-term escalation
Occasionally an operator through no fault of his own may be unable to accomplish a

given inspection or task within the required interval or effect immediate repair. This
frequently occurs because of schedule disruptions during the winter months. In the case
of repairs, there may be difficulty obtaining the necessary materials. An operator may
extend the required inspection/task beyond the required interval. This extension of time is
known as short-term escalation. Under controlled conditions, short-term escalation for an
individual component, engine, or aircraft may be used without affecting safety.
Short-term escalations also permit scheduling of time-controlled tasks in conjunction

with other scheduled tasks when the specified intervals are different but are within close
proximity of each other.
Short-term escalations is limited to the required need and limited to a specific airplane or
component. They are not used to authorize deferral of a maintenance program item
beyond the first opportunity to accomplish that
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item without an interruption to the scheduled operation of the airplane. They may not be
used to extend:
i) AD note intervals
ii) Life-limited part intervals specified by the manufacturer or identified in
airplane or engine Type Certificate data sheets
iii) intervals specified in the Minimum Equipment Lists (MELs)
iv) Airworthiness limitations
Close monitoring of escalation is required to prevent unsound maintenance practices,

maintenance program deficiencies, or poor management decisions. Supplemental or
additional checks may be required to assure airworthiness during the escalation period.
Escalations must not cause items not covered by the escalation to exceed their
maintenance intervals.
Operators using a reliability program do not require prior approval before using
escalation. They must, however, inform their Airworthiness Authority of escalation as
soon as possible after as escalation is put into effect. Concession procedures are required.
Short-term escalation for operators not under a reliability program must be approved in
the Operations Specifications.
Short-term escalation intervals are either a percentage of existing intervals for a particular
inspection, or designated in hours of service, in cycles, or in other increments. Except
under certain conditions, maximum time for escalation is 500 hours time in service or its
equivalent.
It should be noted that short-term escalation is now allowed for Certification

Maintenance requirements.
Permanent escalations
As aircraft matures in service, reliability data of its customer airlines user is accumulated
from in-service experience. The manufacturer may recommend an escalation of the
aircraft check periods based on global data reliability analyses. This will ultimately lead
to changes in the Maintenance Planning Document. The airlines alter their maintenance
programme to suit. The aircraft spends less time for maintenance. See next page for
example.
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27- AMENDMENTS TO MAINTENANCE PROGRAMME
General
Routine changes to the program such as interval adjustments or the content of the manual
system may not require specific approval of the changes. However, the local
Airworthiness Authority will monitor this activity.
The amendment of a airline’s maintenance program requiring extensive revision and in

some cases specific local Airworthiness Authority approval is caused by many factors.
Notable examples include:
i) The addition of an airplane into the certificate holder's fleet

ii) Increases in time intervals for scheduled inspection items arising from
reliability programs (escalation)
iii) Aircraft leases, interchange agreements
iv) Changes to third-party service and maintenance providers
v) Parts borrowing and pooling arrangements
Adding aircraft to program
The addition of a new aircraft type into a maintenance program is straightforward,

particularly a new type design which has not proved itself in service. Under these
circumstances, the amendment consists of incorporating the 777 maintenance MRB
report into the maintenance program and the Operations Specifications.
Appropriate changes to facilities, quality programs, and so forth, are accomplished.
However, the MRB report is a generic listing of maintenance tasks without regard either
to airplane configuration or to the areas, routes, and types of operations in which a
specific carrier will operate the airplane. Therefore, a maintenance program may be
initially adjusted over the MRB requirements to meet these unique air carrier
environments. They arise from the reliability program. The result may be more inspection
tasks or the imposition of an inspection interval which is lower than the MRB report.
When an airplane is transferred from one maintenance program to another because of a

sale or lease, the principal activity is to adjust the inspection intervals to the program the
airplane is being transferred to.
Bridging Check/Proration
Proration is the process for adjusting hard time and on-condition intervals when
transferring an airplane or component from one continuous airworthiness maintenance
program to another. Consider the following simple example.
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Pump xx-xxxx-1 is hard timed at 5,000 hours under program A, The pump is transferred
to maintenance program B which hard times this same pump at 9,000 hours, What is the
time on the pump when it transfers to program B?
4,000/5,000 = X19,000
X = (4,000/5,000)(9,000) = 7,200 hours
Proration is also used when purchasing used equipment, entering leases and allocating
maintenance cost between two operators. These are frequently used for integration of a
long-term lease aircraft or a newly acquired second-hand aircraft into the airlines fleet.
For short-term leases it may be more cost-effective just to retain the particular aircraft’s
maintenance programme.
Manufacturer’s amendments to the Maintenance Programme
We have briefly discussed this under escalation topic. The initial assumption on the MRB
report cannot foretell every failure modes or all unexpected behaviour of the aircraft.
Also during the intervening years of service, new product enhancements, global in-
service reliability data may give grounds for amendments to the Maintenance
Programme.
The Industrial Steering Committee (ISC) will consider these inputs. These inputs are a
basis to the amendments to the Maintenance Programme. The certifying Airworthiness
Authority approval through the Maintenance Review Board will be in the issue of an
amended Maintenance Review Board Report.
The manufacturer will then produce an amended Maintenance Planning Document, a

guide. The airline then amends its Maintenance Programme and
submits it to the local Airworthiness Authority for approval before being used.
See next page for typical example.
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28 – DCA APPROVAL OF A MAINTENANCE PROGRAMME
Introduction
Aircraft registered in Malaysia in the Transport on Aerial Work category shall be
maintained in accordance of an approved maintenance programme. The maintenance
programme is satisfied with the requirements of maintenance schedule approved by
Director General.
General Rules
When compiling the schedule the aircraft operator is to take into factors as the areas and
routes over which the various types of aircraft are to be operated, frequency of operations
and types of equipment necessary for operation. These factors therefore give variations
between schedule contents.
The schedule should contain the following,
Reference Number, Issue Number, Date
Registered Name and Address of the Operator
Type of Aircraft, Engines, Propellers
Areas of operation
Provision for Recording Schedule Amendments
Reference to the source of the content of the schedule e.g. MRB, MPD,
Maintenance Manual.
Check cycle criteria. The criteria for ‘packaging ’ checks shall be described ((e.g. A
Check – 400FH,,B Check – 800 FH etc..).
The layout of a maintenance schedule must confirm with A.T.A 100 specification. The
schedule will state the periods at which the aircraft, engines, auxiliary power unit,
propeller, components accessories, equipment, electrical, and radio apparatus and all
associated systems shall be inspected, together with the type and degree of inspection
stated. Periods, at which these items shall be checked, cleaned, lubricated and tested.
Periods at which overhauls or replacement shall be made.
When the schedule is approved by the Director General, one copy will be retained by the
Director General and the other returned to the operator with the APPROVAL
DOCUMENT. The document details the conditions under which the approval is granted
the way to certificate the maintenance, and times at which such certificates to be issued.
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PERMITTED VARIATIONS TO MAINTENANCE PERIODS
The operator or their contracted Maintenance Organisation, may vary the periods
prescribed by the Maintenance Schedule provided that such variations are not included in
the manufacturer's programme within the limits stipulated. These apply to aircraft above
2730KG MTWA not operated for Transport and Aerial Work
Variations shall be permitted only when the periods prescribed by the manufacturer
cannot be complied with due to circumstances which could not reasonably have been
foreseen by the Operator or by the contracted Maintenance Organisation.
The decision to vary any of the prescribed periods with the exception of the Annual
Maintenance Review shall be taken only by the Chief Inspector/Quality Manager or
person of equivalent status acceptable as a signatory for the prescribed check, on behalf
of the Operator or the contracted Maintenance Organisation.
Particulars of every variation so made shall be entered in the appropriate Log Book(s).
a) Items Controlled by Flying Hours

Period Involved Maximum Variation of the Prescribed Period
i) 5000 flying hours or less 10%
ii) More than 5000 flying hours 500 flying hours
b) Items Controlled by Calendar Time

i) 1 year or less 10% or 1 month, whichever is the lesser
ii) More than 1 year but not 2 months exceeding 3 years
iii) More than 3 years 3 months
c) Items Controlled by Landing/Cycles

i) 500 landings/cycles or less 10% or 25 landings/cycles, whichever is the
lesser
ii) More than 500 landings/cycles 10% or 50 landings/cycles,
whichever is the lesser
d) Items Controlled by More Than One Limit.

For items controlled by more than one limit, e.g. items controlled by flying hours
and calendar time or flying hours and landings/cycles, the more restricted limit
shall be applied.
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29 – CERTIFICATE OF MAINTENANCE REVIEW
Introduction
An aircraft registered in the Malaysia in respect of which a Certificate of Airworthiness

in the Transport Category (Passenger), Transport Category (Cargo) or Aerial Work
Category and Private is in force, shall be subject to a maintenance review at intervals
specified in the Approved Maintenance Schedule or the relevant Approval Document of
the Maintenance Schedule, as appropriate. At the completion of a review, a Certificate of
Maintenance Review shall be issued.
General Rules
The Signatory shall only issue a Certificate of Maintenance Review when satisfied, at the
time of the review, that the following aspects of maintenance have been carried out:
i) All maintenance specified in the Approved Maintenance Schedule has been
carried out within the prescribed time period and any extension to limiting periods
is in accordance with DCA approved procedures.
ii) All modifications and inspections deemed mandatory by the DCA have been
carried out within the prescribed time periods and any extension to limiting
periods has been authorized by the DCA. Due account must be taken of any
repetitive inspections.
iii) All defects entered in the Technical Log have been rectified or deferred in
accordance with DCA Approved procedures.
iv) All Certificates of Release to Service required have been issued in accordance
with the procedures of BCAR A6–7
The time intervals for the Certificate of Maintenance Review will be specified on a
calendar ‘not exceed’ basis only and therefore, it is not necessarily intended to align with
any check except for the renewal of the certificate of airworthiness.
The issue of Certificate of Maintenance Review should not exceed 4 calendar months for
all aircraft type except for private category aircraft of less than 2730kg MTWA, which
shall not exceed 1 year.
The Certificate of Maintenance Review requires only one signature.
Certification of Maintenance Review Signatories
A Certificate of Maintenance Review shall be issued only by:
i) the holder of an aircraft maintenance engineer’s licence granted under the

MCAR being a licence which entitles the holder to issue that certificate and
possessing a Type Rated Licence valid in at least two categories (other than
Category X Compasses), each category being appropriate to the particular
aircraft type.
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ii) A person whom the DCA has authorized to issue a Certificate of Maintenance
Review in a particular case and in accordance with that authority; or
iii) a person authorized by an Organization Approved by the DCA as being
competent to issue such a certificate and in accordance with that
Authorization and Approval.
The signatories for the certificate of maintenance review for an Approved Organization
can be found in the approval letter of the approved maintenance schedule.
A certificate of maintenance review shall be issued in duplicate. One copy of the most
recently issued certificate shall be carried in the aircraft and the operator elsewhere than
in the aircraft shall keep the other.
The operator of the aircraft shall preserve each certificate of maintenance review for a
period of two years after it has been issued.
The certificate of maintenance review procedures does not apply to operators operating
under JAR-OPS 1 Subpart M: Maintenance.
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Chapter 6
Release to Service
30- TECHNICAL LOG
Introduction
A technical log shall be maintained in respect of a Malaysian aircraft if in relation to such

aircraft a certificate of airworthiness in either the transport or in the aerial work category
is in force. This is stated in Regulation 29 of the MCAR.
General Rules
At the end of every flight by an aircraft, the commander of the aircraft shall enter—
(i) the times when the aircraft took off and landed;
(ii) particulars of any defect which is known to him and which affects the
airworthiness or safe operation of the aircraft, or if no such defect is known to
him, an entry to that effect shall be made; and
(iii) such other particulars in respect of the airworthiness or operation of the aircraft as
the Director General may require,
in a technical log, or in the case of an aircraft of which the authorised maximum total
weight does not exceed 2,730 kilogrammes and which in private or special category, in
such other record as shall be approved by the Director General.
The commander shall in such a case sign and date the entries provided that in the case of
a number of consecutive flights, each of which begins and ends—
(i) within the same period of twenty-four hours:

(ii) at the same aerodrome, except where each such flight is for the purpose of
dropping or projecting any material for agricultural, public health or similar
purposes; and
(iii) with the same person as commander of the aircraft,
the commander of an aircraft may except where he becomes aware of any detect during
an earlier flight, make the entries as aforesaid in a technical log at the end of the last of
such consecutive flights.
Upon the rectification of any defect which has been entered in a technical log a person
issuing a certificate of release to service required in respect of that defect shall enter the
certificate in the technical log in such a position as it will be readily identifiable with the
defect to which it relates.
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Basic Technical Log Requirements
The Technical Log shall contain the following:
i) A Title Page with the registered name and address of the Operator, the aircraft
type and the full international registration marks of the aircraft;
ii) A valid Certificate of Maintenance Review
iii) A Maintenance Statement of the next inspection due, to comply with the
inspection cycle of the Approved Maintenance Schedule and any out of phase
inspection or component change due before that time;
A readily identifiable section containing sector record pages. Each page shall be pre-
printed with the Operator’s name and page serial number and shall make provision for
recording the following:
i) The aircraft type and registration mark;

ii) The date and place of take-off and landing;
iii) The times at which the aircraft took off and landed;
iv) Particulars of any defect in any part of the aircraft affecting the airworthiness or
safe operation of the aircraft which is known to the Commander or, if no such
defect is known to him, an entry to that effect;
v) The date and signature of the Commander following completion of item
vi) The arrival fuel state;
vii) A Certificate of Release to Service in respect of any work carried out for the
rectification of defects. This certificate shall be entered in such a position and
manner as to be readily identifiable with the entry of the defect to which it relates;
viii) The quantities of fuel and oil uplifted, and the quantity available in each tank, or
combination of tanks, at the beginning of each flight;
ix) The running total of flying hours, such that the hours to the next inspection can be
readily determined;
x) Provision for pre-flight and daily inspection signatures;
xi) The times when ground de-icing was started and completed.
A readily identifiable section containing acceptable deferred defect record pages. Each
page shall be pre-printed with the Operator’s name and page serial number and shall
make provision for recording the following:
i) A cross-reference for each deferred defect such that the original defect can be
clearly identified in the sector record page section;
ii) The original date of occurrence of the defect deferred;
iii) Brief details of the defect;
iv) A cross-reference for each deferred defect such that the action in respect of such
deferred defect can be readily identified on the sector record page.
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Retention of Records
The technical log shall be carried in the aircraft as required and copies of the entries shall
be kept on the ground:
In the case of an aeroplane of which the authorized maximum total weight does not
exceed 2,730 kilogrammes or a helicopter, if it is not reasonably practicable for the copy
of the technical log to be kept on the ground, it may be carried in the aeroplane or
helicopter, as the case may be, in a container approved by the Director General for that
purpose.
A technical log or such other approved record required by MCAR shall be preserved by
the operator of the aircraft to which it relates until a date two years after the aircraft has
been destroyed or has been permanently withdrawn from use, or for such shorter period
as the Director General may permit in a particular case.
Adequate arrangements shall be made to extract information recorded in the Technical

Log for use by the Maintenance Organisation and Component Overhaul Organisation.
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31 - RELEASE TO SERVICE PROCEDURES
Introduction
In accordance with the MCAR an aircraft registered in Malaysia being an aircraft in

respect of which a Certificate of Airworthiness issued or rendered valid under the MCAR
is in force, shall not fly unless there is in force a Certificate of Release to Service issued
in respect of any overhauls, repairs, replacements, modifications, maintenance,
mandatory inspections or scheduled maintenance inspections to the aircraft or any part of
the aircraft or such of its equipment as is necessary for the airworthiness of the aircraft.
Inspections, Overhauls, Modifications, Repairs and Replacements
Inspections, overhauls, modifications, repairs, and replacements shall be carried out in

accordance with the Approved Manuals, drawings and schedules related thereto and any
other documents required or recognised, by the DCA.
Inspections, overhaul, modification, repair, and replacement work shall be supervised by

an Organisation approved by the DCA for the purpose (as per BCAR Sub–section A8) or
by an appropriately licensed aircraft maintenance engineer.
Certificate of Release to Service
A Certificate of Release to Service shall be issued after overhauls, modifications, repairs,

replacements, modifications and mandatory inspections have been carried out on an
aircraft, which is registered in the Malaysia and has a Certificate of Airworthiness in
force, except as follows:
i) A Certificate of Release to Service is not required for certain prescribed

repairs or replacement carried out on an aircraft not exceeding 2730 kg
MWTA with a Certificate of Airworthiness in the Private or Special
Categories, provided the work has been carried out personally by the owner or
Operator holding a pilot’s licence.
ii) If a repair or replacement of a part of an aircraft is carried out when the
aircraft is at such a place that it is not reasonably practicable
a. to carry out the work in a manner that a Certificate of Release to Service
may be issued, or
b. for the Certificate to be issued at that particular place, the Commander
may fly the aircraft, to the nearest place at which a Certificate may be
issued.
A Certificate of Release to Service shall only be issued for a particular inspection,

overhaul, modification, repair or replacement when the signatory is (signatories are)
satisfied that the work has been properly carried out, having due regard to the use of:
a) up-to-date instructions including manuals, drawings, specifications, DCA

mandatory modifications/inspections and company procedures;
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b) recommended tooling and test equipment which is currently calibrated where
applicable; and
c) a working environment appropriate to the work being carried out.
The Certificate of Release to Service shall contain particulars of the work done or the
inspection completed and the organisation and place at which the work was carried out.
Depending upon the application of the certificated, details of the aircraft type,
registration, component type, part number and serial number shall be recorded as
applicable. The certification shall be worded in the following manner:
‘The work recorded above has been carried out in accordance with the
requirements of the MCAR for the time being in force and in that respect the
aircraft/ equipment is considered fit for release to service.’
Mandatory inspections are those inspections classified as mandatory by the DCA, where
the inspection itself is the work.
For Organisations Approved in accordance with MCAR , the certification may be issued
in accordance with procedures specified in the Organisation Exposition.
For aircraft operated for the purpose of Commercial Air Transport under JAR-OPS 1, a
Certificate of Release to Service shall only be issued by appropriately authorised staff on
behalf of the JAR –145 Approved Maintenance Organisation,in accordance with
procedures specified in the Maintenance Organisation Exposition.
For Non Commercial Transport purposes, a Certificate of Release to Service shall be

issued only by one of the following:
i) The holder of an aircraft maintenance engineer ’s licence granted under the

MCAR, being a licence, which entitles the holder to issue that certificate.
ii) The holder of an aircraft maintenance engineer ’s licence granted under the
law of a country other than the Malaysia and rendered valid under the MCAR
in accordance with the privileges endorsed on the licence.
iii) The holder of an aircraft maintenance engineer ’s licence granted under the
law of any such country as may be prescribed in accordance with the
privileges endorsed on the licence and subject to any conditions which may be
prescribed.
iv) The holder of an aircraft maintenance engineer’s licence or authorisation as
such an engineer granted or issued by or under the law of any Contracting
State other than the Malaysia in which the overhaul, repair, replacement,
modification or inspection has been carried out,but only in respect of aircraft
of which the Maximum Total Weight Authorised does not exceed 2730 kg and
in accordance with the privileges endorsed on the licence.
v) A person, Approved by the DCA as being competent to issue such
Certificates,and in accordance with that Approval.
vi) A person Authorised by the DCA to issue the Certificate in a particular
case,and in accordance with that authority.
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vii) A person Authorised by an Organisation Approved as being competent to
issue such a certificate and in accordance with that Authorisation and
Approval.
In relation only to the adjustment and compensation of direct reading magnetic

compasses, the holder of an Airline Transport Pilot’s Licence (Aeroplanes) or a Flight
Navigator ’s Licence granted or rendered valid under the MCAR may also issue a
Certificate of Release to Service.
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32- DUPLICATE INSPECTION
Definitions
Vital Point.
Any point on an aircraft at which single mal-assembly could lead to catastrophe, i.e.
result in loss of aircraft and/or in fatalities.
Certain parts in an aircraft ’s structure or system (including controls and control systems)
which are vital to the safety of the aircraft, are not only designed to achieve the
appropriate high integrity but are also dependent upon specified maintenance actions to
safeguard their integrity throughout the life of the aircraft. For such parts normal
inspection procedures and techniques may not provide verification with a sufficiently
high degree of confidence, and it will be necessary for two independent (duplicate)
inspections to be carried out after initial assembly, or re-assembly following
disconnection or adjustment
The vital points shall be identified and listed in the maintenance documents.
Control System.
A system by which the flight path, attitude, or propulsive force of an aircraft is changed,
including the flight, engine and propeller controls, the related system controls and the
associated operating mechanisms.
Duplicate Inspection.
An inspection first made and certified by one qualified person and subsequently made
and certified by a second qualified person.
Procedures – General
A duplicate inspection of all Vital Points/Control Systems in an aircraft shall be made

after initial assembly and before a Certificate of Release to Service has been issued after
overhaul, repair, replacement, modification or adjustment and, in any case, before the
first flight.
The first and second inspections must take account of the full extent of the work
undertaken and not simply the immediate area of disturbance. This is to ensure that
distant or remote parts of the system that may have been affected by the disturbance are
also subject to duplicate inspections.
Where work has been carried out on other systems for safety precautions, or to enhance
accessibility, the need to carry out a duplicate inspection on these systems shall be
considered.
Persons who carry out and certify duplicate inspections are therefore required to
undertake an independent review of the complete task, as detailed in the maintenance
manual and by reference to worksheets used, including shift hand-over records, to assess
the scope of the duplicate inspection(s)required.
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It may not be possible to inspect the complete Vital Point/Control System when
assembled in the aircraft, due to routing the controls through conduits or boxed-in
sections and the pre-sealing of various units. In these cases the persons certifying the
duplicate inspection shall be satisfied that a duplicate inspection has been made
previously on the units and covered sections and that the sealed units are acceptable for
the particular use. Such tests as are necessary shall be completed to determine that these
particular units and sections have full, free and correct directional movement.
Vital Points/Control Systems subject to duplicate inspection must not be disturbed or re-
adjusted after the first certified inspection and the second part of the duplicate inspection
must, as nearly as possible, follow immediately after the first part.
It is desirable that the inspections of a Control System are made as near as is practicable
to the time of the intended flight and that the full extent of the disturbance is understood
by both persons who carry out the duplicate inspections.
If a Vital Point/Control System is disturbed after completion of the duplicate inspection,

that part that has been disturbed shall again be inspected in duplicate and a Certificate of
Release to Service issued before the aircraft flies.
The duplicate inspection shall be the final operation to establish the integrity of the Vital
Point/Control System when all the work has been completed and shall take into account
all the relevant instructions and information contained in the associated technical data.
Inspections shall include an inspection to ensure that full, free and correct movement of
the controls is obtained throughout the systems relative to the movements of the crew
controls. An additional inspection shall be made, when all covers and fairings are finally
secured, to ensure that full, free and correct movement of the controls is obtained.
Signatories
Persons qualified to make the first and/or second part of a duplicate inspection are as
follows:
i) Aircraft engineers appropriately licensed in Categories A, B,C,D and X.
ii) Persons employed by Approved Organisations, who are appropriately authorized
to make such inspections and to certify the task itself in accordance with company
procedures.
iii) Should a minor adjustment of the Vital Point/Control System be necessary when
the aircraft is away from base, the second part of the duplicate inspection may be
completed by a pilot or flight engineer licensed for the type of aircraft concerned
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33- CERTIFICATION OF COMPLETION OF SCHEDULED
MAINTENANCE INSPECTION
The CRS-SMI is required at the completion of Scheduled Maintenance Inspections.

Certification is only required in the various licensed categories when there is work in that
category during an SMI. The expression "Scheduled Maintenance Inspections" (SMI)
means any group of inspections and tests called up by a maintenance schedule and
currently more commonly known as "Check Inspections, Periodic" etc. A CRS will not
be required for any SMI scheduled at intervals of less than 45 hours or 28 days, these two
limitations being applied separately.
It is not necessary to raise individual CRS (SMI) certifications on each work sheets/cards,
but it is mandatory to raise one document at the completion of an SMI containing all the
necessary CRS signatures and making references to the work carried out.
This certification shall only be made when all work actions associated with the particular
group of SMI’s being certified have been satisfactorily carried out unless a company
procedure acceptable to the DCA permits the certification to be made before all such
work actions have been completed. Where such associated work involves deferment, then
such deferment must be carried out in accordance with approved company procedures
before the signatory issues the CRS-SMI.
It should be noted that for aircraft other than those in the Approval for Maintenance
Scheme, engineers would be required to be appropriately type-licensed. Where an
organization uses approved personnel then such personnel should possess an appropriate
Type Rated license. In cases of difficulty, the DCA will be prepared to give consideration
to some alleviation of the requirement.
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34- REQUIREMENTS FOR MALAYSIAN REGISTERED AIRCRAFT
The DCA has placed the following requirements for the operation of Malaysian
registered aircraft. The requirements are:
a) Certificates of Release to Service shall be issued in respect of overhauls,

replacements, repairs, modifications, mandatory inspections and Scheduled
Maintenance inspections.
(b) Certificates of Maintenance Review shall be issued to certify completion of the

requirements of a maintenance schedule approved by the DCA
(c) Any aircraft issued with Certificate of Airworthiness in any category shall be
maintained in accordance with the requirements of a maintenance schedule
approved by the DCA irrespective of the purpose for which it is flown.
(d) A Technical Log shall be kept in respect of any aircraft issued with Certificate of
Airworthiness in Transport or Aerial Work categories, irrespective of the purpose
for which it is flown. However, owners or operators of aircraft in other category
are also required to keep a Technical Log for each aircraft. The Technical Log
shall be in a format approved by the DCA and entries shall be made in it as
directed.
Operators should note that a failure to comply with the above might invalidate the
Certificate of Airworthiness of the aircraft concerned.
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35- LICENSING OF MAINTENANCE ENGINEERS
Introduction
The Director General may grant licences to aircraft maintenance engineers, which
authorise them to issue certificates in respect of the airworthiness of aircraft, engines and
equipment as detailed in BCAR section L. He may also validate licences granted by the
airworthiness authorities of other countries to enable C.R.S. to be issued by these persons
where appropriate.
Any licence granted or rendered valid by the DCA will remain in force for a period of
two years. Renewal reqiures at least six months of aircraft certification within the two-
year period. The licence authorises the holder to issue C.M.R.; C.R.S and C. of F. for F
under A conditions as appropriate, when a Type Rating is held.
Type Rated Licences confer upon the holder certain PRIVILEGES,

RESPONSIBILITIES, LIMITATIONS AND DUTIES. These are dealt with in-depth in
the Malaysian AN No.3 & No.10. However they can be briefly stated as follows.
PRIVILEGES
To issue Certificates of Release to Service, Certificate of Maintenance Review and

Certificates of Fitness for Flight under "A” Conditions as appropriate. Only
appropriately DCA Type-rated LAME may exercise these privileges.
RESPONSIBILITIES
For Condition: physical state of item
Assembly: that items are fitted, assembled, attached, installed, connected,

secured or adjusted in the approved manner
and Function : operation of items in the approved manner with regards to its
performance and movements as specified
of all parts of the aircraft, engines and equipment as appropriate.
LIMITATIONS
As laid down in Airworthiness Notices No.3 and AN No.10.
DUTIES
i) Whenever work is carried out on an aircraft, it is the DUTY of all person whom
Airworthiness Notice No. 3 applied, to consider the effect such work may have,
directly or indirectly on items which are the responsibility of other such persons.
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In all cases where an OVERLAP of responsibility occurs, the person primarily
responsible for the item must involve all other trade who are affected.
ii) Work carried out must be done and managed in a controlled manner with regards
to manpower, facilities and equipment.
iii) All work must be adequately documented with regards to shift handover,
progressive nature of certain complex maintenance tasks and paperwork must be
completed no later than the end of the LAME’s shift or working period.
L.W.T.R
Licence without Type Rating (LWTR) does not have any Privileges. LWTR may be a
basis as a grant for Authorisations by an Approved Organisations. The privileges granted
shall depend on his Company’s Approval. Validity of the Authorisations shall depend
upon the Approval holder’s compliance to Approved Organisations’ company procedures
and any additional conditions as the Approved Organisation sees fit.
Ratings
The ratings upon which the License Aircraft Engineer may excersice his previlages is
listed below, provided he is type-rated as well. We shall focus only on the common ones,
full details may be found in Airworthiness Notices 3 and 10 ,each line a separate
subcategory of the title;
i) Category ‘A’ Aeroplanes 1

Pressurised and Unpressurised Aeroplanes not exceeding 5700kg
Composite Structure Aeroplanes
Wooden and Combined Metal and Wooden Aeroplanes
ii) Category ‘A’ Aeroplanes 2

Pressurised Aeroplanes exceeding 5700kg
iii) Category ‘C’ Engines

Piston Engine Aeroplanes
Turbine Engine Aeroplanes
iv) Category ‘X’ Electrical

Electrical
v) Category ‘X’ Instrument

Instruments
vi) Category ‘X’ Autopilots

Automatic Pilots – Aeroplanes
Automatic Pilots – Helicopters
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vii) Category ‘X’ Combined Category
Combined Category Instruments / Automatic Pilots
ix) Category ‘X’ Compass Compensation

Compass Compensation and Adjustment
x) Category ‘R’ Radio

Communication, Navigation and Radar
xi) Category ‘A’ & ‘C’ Rotorcraft

Piston-engined Rotorcraft
Turbine-engined Rotorcraft
Experience Requirements – LWTR
Applications for the grant or extension of a Licence in any of these Categories (except
Category ‘X’ – Compass Compensation and Adjustment) must show confirmed minimum
specific periods of aviation maintenance engineering experience totalling 3 years.
Applications must also show the following minimum experience, which must have
been gained whilst maintaining operating aircraft and not in component workshops or
on static or non-flying aircraft:
a) for a Category ‘A’ and/or ‘C’ LWTR, 24 months relating to Airframe and/or
Engine maintenance, 12 months of which must be in the 2 years immediately
preceding the date of application.
b) for any Category ‘R’ and/or ‘X’ LWTR (excluding Category ‘X’ – Compass
Compensation and Adjustment), 24 months related to avionic systems, 12 months
of which must be in the 2 years immediately preceding the date of application.
c) 6 months, within the 12 months referred to in (a) and (b), relevant to the specific
LWTR for which application is being made.
Examinations - LWTR
The examinations are based on syllabus as stated in CAP 468:BCAR Section L published
by the UK CAA. The examination for the initial grant of a Licence will normally be in
three parts:
i) a written examination, comprising individual multiple choice question papers,

ii) an essay question paper, and
iii) a basic licence oral examination.
For further details refer DCA Airworthiness Notices 3 and 10
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Chapter 7
Other Airworthiness
Requirements
36 - APPROVAL OF MODIFICATION
Introduction
Modifications are changes made to a particular aircraft, including its components,

engines, propellers, radio apparatus, accessories, instruments, equipment, and their
installations. Substitution of one type for another when applied to components, engines,
propellers, radio installation, accessories, instruments and equipment, is also considered
to be a modification.
A repair, the design of which has not been approved under the Type Certification process,
must be treated as a modification.
Requirements
Applicant is required to ensure that the proposed modification can be incorporated to the
subject aircraft or its components and that the interrelationship between the modification
and any other modification(s) incorporated will not adversely affect the airworthiness of
the modified product. Inspection of appropriate documents of the aircraft or its
components (such as log books and modification record book) is necessary to determine
the status or history of the subject aircraft or its components.
Approved OEM (original manufacturer’s) Originated Data
i) Modifications contained in STC (FAA), STC (JAA) or AAN (UK), which

are classified as OEM Data, need not be submitted for approval.
ii) Modifications contained in Service Bulletins approved by the authority
for State of Design, which are classified as OEM Data, need not be
submitted for approval.
iii) Modifications contained in Service Bulletins approved by the authority
for State of Design, which are classified as OEM Data, need not be
submitted for approval.
These may be incorporated directly provided the instructions and limitations of these
modifications shall be strictly followed. Any deviation from these Approved Data shall
be considered as a new modification.
Approved Non-OEM Originated Data
Approved Data, which are classified as Non-OEM Data, must be submitted to DCA for
review and approval. These modifications may be in the form of STC (FAA), STC (JAA)
or AAN (UK).
These modifications shall be reviewed and approved by the DCA, either directly, or
through the modification procedures of a Design Organisation Approval (DOA) holder to
ensure that they are applicable and suitable for incorporation on the aircraft.
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For incorporation of the modifications, the instructions and limitations (including the
applicability) of these modifications shall be strictly followed without any deviation. Any
deviation from these Approved Data shall be considered as a new modification.
When the application for the modification is undertaken by other than a DOA holder, a
Statement of Compliance (SOC) shall be completed, signed by an authorised person of
the organisation and submitted to the DCA.
Data Packages
For both OEM-originated and non-OEM originated Approved Data, a Data Package
consisting of information pertaining to the operational limitations, weight & balance
changes, Flight Manual Supplements and amendments to the Illustrated Parts Catalogue
(IPC) and Maintenance Manual.
Only for non-OEM originated Approved Data, the Data Package must be submitted to
DCA for approval. The modification will only be approved when all the conditions and
requirements are satisfied.
Other than Approved Data
Other Data Package that is not Approved Data is classified as either Major Modifications
or Minor Modifications
Major Modification
Changes that
i) have appreciable effect on the weight, balance, structural strength, reliability,

operational characteristics,
ii) or other characteristics affecting the airworthiness of the product.
iii) or are not done according to accepted practices or cannot be done by elementary
operations.
iv) or require the particulars given in the Certificate of Airworthiness,
or associated documents, be amended, even though no physical change to the
product is involved.
All major modifications shall be approved by the DCA. Application for major
modifications shall only be made by a DOA via the SOC form, signed by an approved
signatory. A Certification of Compliance Document (CCD) shall also be required for
major modifications but it is not required for repair schemes.
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Minor Modifications
Changes other than major modifications. At an early stage of the design of a

modification, brief particulars shall be provided to the DCA so that the modification may
be classified and certification basis may be defined.
All minor modifications shall be approved by the DCA, either directly, or through the
modification procedures of a DOA. When the design of the modification is undertaken by
other than a DOA, a SOC shall be completed, signed by an authorised person of the
organisation and submitted to the DCA.
Common Procedures for Major and Minor Modifications
The applicant shall ensure, where necessary through the medium of an Organisation
approved by the DCA for the purpose, that the proposed modification is such that the
design of the aircraft, when modified, complies with the following
i) The requirements in force at the time the aircraft type were originally certified.
Regulatory and design requirement that have been amended
since the issue of the initial Type Certificate will also be considered.
ii) Such other requirements as the DCA may notify, in writing, in respect of the
aircraft design
Each design drawing shall bear a descriptive title, drawing number, issue number and
date of issue. All alterations to drawings shall be made in accordance with a drawing
amendment system such as will ensure amendment to design records.
All relevant design information, drawings and test reports shall be held at the disposal of
the DCA. No such design records shall be destroyed without authorisation from the DCA.
Information concerning the conditions of acceptance of modifications previously

approved by the DCA may be made available by the DCA on request. This does not
apply to design information, including drawings and test reports; these are held, by the
DCA, as confidential documents.
Review of Modifications
DCA may conduct compliance inspections and witness tests to establish the compliance
of the modification to the applicable regulations.
Effecting A Modification
After a modification is carried out, a certificate of release to service shall be issued and
details recorded in the appropriate logbooks.
In addition to that for aircraft above 2730 kg details should also be recorded in an
approved Modification Record Book, however for the purpose of such recording it is not
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necessary to raise a certificate of release to service in the Modification Record Book.
Engines and variable pitch propellers are exempted from this procedure.
The Modification Record Book forms a part of the aircraft maintenance records. A
Modification Record Book of an imported aircraft is acceptable if certified by originating
country’s Airworthiness Authority.
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37- WEIGHT AND BALANCE AIRCRAFT
Introduction
Every aircraft including gliders in respect of which a certificate of airworthiness is in

force shall be weighed, and the position of its center of gravity shall be determined, at
such time and in such manner as the Director General may require.
Definitions
Basic Weight.
Basic Weight is the weight of the aircraft and all its basic equipment, plus that of the
declared quantity of unusable fuel and unusable oil.In the case of turbine-engined aircraft
the Maximum Total Weight Authorised of which does not exceed 5700 kg,it may also
include the weight of usable oil.
Basic Equipment.
Basic Equipment is the unconsumable fluids, and the equipment which is common to all
roles for which the Operator intends to use the aircraft.
Variable Load.
Variable Load is the weight of the crew, of items such as the crew ’s baggage, removable
units, and other equipment, the carriage of which depends upon the role for which the
Operator intends to use the aircraft for the particular flight.
Disposable Load.
Disposable Load is the weight of all persons and items of load, including fuel and other
consumable fluids, carried in the aircraft, other than the Basic Equipment and Variable
Load.
NOTE: To obtain the total loaded weight it is necessary to add to the Basic Weight
the weights of those Variable and Disposable Load items which are to be
carried for the particular role for which the aircraft is to be used.
General
Aircraft the Maximum Total Weight Authorised of which exceeds 5700 kg, shall be
reweighed within two years after the date of manufacture, and subsequent check
weighing shall be made at intervals not exceeding five years, and at such times as the
DCA may require. A Weight and Balance Report shall be produced for each Prototype,
Variant and Series aircraft the Maximum Total Weight Authorised of which exceeds
5700 kg.
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Aircraft the Maximum Total Weight Authorised of which does not exceed 5700 kg, shall
be re-weighed at such times as the DCA may require and Weight and Centre-of-Gravity
Schedule produced. For aircraft the Maximum Total Weight Authorised of which does
not exceed 2730 kg, either a Weight and Centre-of-Gravity Schedule, or a Loading and
Distribution Schedule shall be produced as appropriate.
When an aircraft is weighed, the condition of the aircraft (i.e. the equipment and other
items of load such as fluids in tanks) shall be recorded. The equipment installed should
not differ from that included in the declared list of Basic Equipment associated with the
Weight and Centre-of-Gravity Schedule or the Loading and Distribution Schedule as
appropriate.
The Basic Weight and the corresponding c. g. position shall be determined and entered in
the Weight and Centre-of-Gravity Schedule or in the Loading and Distribution Schedule
as appropriate.
A Weighing Record containing records of the weighing and the calculations involved
shall be made available to the DCA, and such records shall be retained by the Operator.
When the aircraft is again weighed the previous Weighing Record shall be retained with
the aircraft records the weight schedule shall be preserved by the operator of the aircraft
until the expiration at a period of six months following the next weighing.
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125
38- LOAD SHEETS
Load sheet required by regulation 50(4) of MCAR shall contain the following particulars:
the registration markings of the aircraft to which the load sheet relates, and;
particulars of the flight to which the load sheet relates;
the total weight of the aircraft as loaded for that flight;
the weight of the several items from which the total weight of the aircraft, as so loaded,
has been calculated including in particular the weight of the aircraft prepared for service
and the respective total weights of the passengers, crew, baggage and cargo intended to
be carried on the flight; and
the manner in which the load is distributed and the resulting position of the centre of
gravity of the aircraft which may be given approximately if and to the extent that the
relevant certificate of airworthiness so permits,
The load sheet shall be signed by the Commander of the aircraft prior to departure and
have a validity of 1 flight only. The operator shall retain the load sheet for 6 months.
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39 - FLIGHT TESTING FOR RENEWAL OF CERTIFICATE OF
AIRWORTHINESS
Introduction
Flight tests shall be completed periodically to ensure that the aircraft flight characteristics
and the functioning in flight of the aircraft do not differ significantly from those
acceptable to the DCA for the aircraft type.
Applicability
In respect of aircraft classified more than 2730kg in transport, aerial work and private
category in accordance with BCAR A3–4, either:
i) annually; or
ii) as defined by a fleet test programme agreed between the DCA and the
Operator, maintenance organisation or other organisation acceptable to the
DCA.
NOTE: Additionally, for some types of aircraft the individual examples of which are not
included in fleet programmes, the DCA is prepared to extend the period between
airworthiness flight tests from one to three years.
Airworthiness Flight Tests may normally be conducted under the supervision of the
Operator or Maintenance Organisation or other organisation acceptable to the DCA,
provided that the flight crew is acceptable to the DCA for that purpose.
The DCA may require to carry out a proportion of these flight tests, and will
notify the Operator or Maintenance Organisation accordingly.
Airworthiness Flight Test Schedules.
The flight tests shall be made in accordance with either
a) To the appropriate Airworthiness Flight Test Schedule published by the DCA; or
b) To a schedule, approved by the DCA, containing, as a minimum, the tests laid

down in the Airworthiness Flight Test Schedule. Such a schedule shall contain
details of the aircraft type to which it refers, shall be marked with a reference
number, issue number, and date, and shall include the following:
i) Tests to check the aircraft performance;

ii) Tests to check that the handling characteristics are satisfactory and
have not deteriorated with time;
iii) Tests to check functioning of the aircraft equipment in flight.
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Fleet Testing Programmes
As an alternative to periodic airworthiness flight testing of individual aircraft, a

programme of flight testing of sample aircraft from a fleet may be agreed with the DCA,
and such sampling will be accepted by the DCA as being representative of fleet
characteristics.
Basic Requirements.
To be acceptable as a fleet and eligible for a fleet testing programme, the aircraft shall:
a) be of an acceptably similar type;

b) be certificated in the Transport Category and have a Maximum Total Weight
Authorised exceeding 2730 kg;
c) be controlled by an organisation, or organisations acceptable to the DCA;
d) have produced consistently satisfactory results in previous Airworthiness Flight
Tests for an acceptable period of time.
The minimum annual sample required for each fleet shall be 20% of the fleet, or three
aircraft, whichever is the lesser, but not less than one aircraft. The frequency and the
maximum time period between consecutive tests on individual aircraft depend upon
agreement with the DCA.
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40- MAINTANENCE, REPAIR AND OVERHAUL MANUAL
Introduction
Manuals containing information and recommendations necessary for the maintenance,

overhaul and repair of aircraft, including engines and auxiliary power units, propellers,
components, accessories, instruments, electrical and radio apparatus and their associated
systems, and radio station fixed fittings, shall be provided by the
constructor/manufacturer/Type Design Organisation to comply with the procedures
outlined in this BCAR Chapter A5-3 for aircraft to be granted a Certificate of
Airworthiness.
General
Except as otherwise agreed by the DCA, manuals shall be certificated and published
under the authority of the appropriate Approved Organisation and shall accurately reflect
the design and production standard of the item concerned
Manuals, published by an Approved Organisation, must bear a statement that they

comply with BCAR A5-3. A copy of each certified manual must be lodged with the
DCA.
STATEMENT OF INITIAL CERTIFICATION signifies DCA’s approval of the

manuals.
Engine, auxiliary power unit and propeller constructors and manufacturers of other
components shall provide the aircraft Type Design Organisation with certified manuals
which relate to those of their products installed in the aircraft. In the case of approved
products the certified manuals shall be provided by the manufacturer, or produced by the
aircraft Type Design Organisation in collaboration with the manufacturer.
All manuals shall be adequately illustrated and include such instructions and information
considered necessary to meet the requirements of Continued Airworthiness. Manuals
conforming with the Specification for Manufacturers ’ Technical Data – Air Transport
Association of America – Specification No.100,would also be acceptable as a basis for
compliance, subject to the inclusion of any variations from the Specifications which may
be required by the DCA and which are defined to the Applicant.
ATA Specification 100
ATA Specifications 100 has been adopted as a global standard with regards to
Engineering Manuals Specifications. These standards has been adopted by both IATA
and ICAO and followed by all aircraft and parts manufacturer.
The intentions of the Specification are
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(1) To clarify the general requirements of the airline industry with reference to
coverage and preparation of technical data.
(2) To provide an airline with all necessary data for the operation, maintenance,
overhaul, repair of aircraft, engines and equipment.
(3) To permit maximum usage without the necessity of rewriting to meet individual
airline requirements.
(4) To standardise manual layout, format of manuals
(5) Specify Revisions Procedures for the issue of Service Bulletin
The manual defined and described by ATA Specification 100 are as follows:
Maintenance Manual, Overhaul Manual, Illustrated Parts Catalogue, Tool and Equipment
lists, Wiring Diagram Manual, Service Bulletins, Structural Repair Manual, Weight and
Balance Manual.
The following list of systems, sub-systems and titles shows examples of the breakdown
of a typical manual according to ATA 100.
The major divisions are termed 'Group', each group being divided into chapters and
allocated blocks of chapter numbers. Thus.
GROUP CHAPTER NUMBERS
Aircraft General 1 -19

Aircraft Systems 20-49
Structures 50-59
Propellers/Rotor 60-69
Power Plant 70-89
Each chapter is arranged alphabetically in a group and is divided into sections and then
further sub-divided into designated subjects by a "dash number".
EXAMPLE
ATA 24 – 21 – 8
24 21 8
Chapter Section Subject or

System Sub-system Topics
Electrical Power Main Generation Voltage Regulator
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For a complete and exhaustive listing of the ATA Chapters, please refer the Appendix
The manuals are also required as a part of Instructions for Continued Airworthiness
requirement of the Type Certificates/Supplementary Type Certificates of the aircraft.
The Instructions for Continued Airworthiness will determine the required number of
manuals required but the broad listing are as follows:
Maintenance Manuals (MM)
A manufacturer's maintenance manual is the primary reference tool for the LAE working
on aircraft. Airframe maintenance manuals generally cover an aircraft and all of the
equipment installed on it when it is in service. Powerplant maintenance manuals, on the
other hand, cover areas of the engines that are not dealt with in the airframe manual.
Maintenance manuals provide information on routine servicing, system descriptions and

functions, handling procedures, and component removal and installation. In addition,
these manuals contain basic repair procedures and troubleshooting guides for common
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malfunctions. Maintenance information presented in these manuals is considered
acceptable data by the DCA, and may be approved data for the purpose of major repairs
and alterations.
Overhaul Manual
Overhaul manuals contain information on the repair and rebuilding of components that
can be removed from an aircraft. These manuals contain multiple illustrations showing
how individual components are assembled as well as list individual part numbers.
Illustrated Parts Catalogue (IPC)
Parts catalogues show the location and part numbers of items installed on an aircraft.
They contain detailed exploded views of all areas of an aircraft to assist the technician in
locating parts. Approved parts are controlled here provided it is current and not
superseded by mandatory instructions.
Wiring Diagram Manual (WDM)
The majority of aircraft electrical systems and their components are illustrated in
individual wiring manuals. Wiring manuals contain schematic diagrams to aid in
electrical system troubleshooting. They also list part numbers and locations of electrical
system components.
Structural Repair Manual (SRM)
For repair of serious damage, structural repair manuals are used. These manuals contain
detailed information for repair of an aircraft's primary and secondary structure. The
repairs described in a structural repair manual are developed by the manufacturer's
engineering staff, and thus are usually considered approved data by the DCA.
Service Bulletins (SB) and Service Notes
One way manufacturers communicate with aircraft owners and operators is through
service bulletins and service notes. Service bulletins are issued to inform aircraft owners
and technicians of possible design defects, modifications, servicing changes, or other
information that may be useful in maintaining an aircraft or component. On occasion,
service bulletins are made mandatory and are incorporated into airworthiness directives
to correct an unsafe condition.
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The Approved Manuals under ATA Spec 100 (Boeing)
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Chapter 8
Documents and
Records
41- AIRCRAFT, ENGINE AND PROPELLER LOGBOOKS
Introduction
In addition to any other logbooks required by or under MCAR, the following logbooks
shall be kept in respect of every Malaysian aircraft flying for the purpose of public
transport:
(a) an aircraft log-book;

(b) a separate log-book in respect of each engine fitted in the aircraft; and
(c) a separate log-book in respect of each variable pitch propeller fitted to the aircraft
In the case of an aircraft having an authorised maximum total weight not exceeding 2,730
kilogrammes the logbooks shall be of a type approved by the Director General.
General
When all the relevant work has been carried out, a Certificate of Release to Service shall
be entered in/attached to the appropriate logbook. Where it is more convenient, the
required particulars may be entered in a separate record, but an entry shall be made in the
appropriate logbook, containing a summary of the work carried out and a cross-reference
to the document containing the Certificate of Release to Service.
Full particulars of work done to incorporate modifications shall be entered in the

appropriate logbook, quoting the reference number of the appropriate document, e.g.
Certification of Compliance Document for a Major modification, Service Bulletin for a
mandatory inspection. A Certificate of Release to Service shall be issued, where
appropriate, and attached thereto
When it is more convenient, the information above may be entered in a separate record,
which shall be certified in the same manner as that required for entry in the appropriate
logbook. The reference number of this record, and the place where it may be examined,
shall be entered in the logbook under a brief description of the particular modification. A
similar record shall be kept when logbooks are not required.
All relevant records of mandatory inspections, overhauls, modifications, repairs and

replacements shall be made available to the DCA for examination on request, and these
shall not be destroyed without authorisation from the DCA.
NOTE: The log books, and other documents which are identified and referred to in the
log books (therefore forming part of the log books) shall be preserved until a date two
years after the aircraft, the engine or the variable pitch propeller, as the case may be has
been destroyed, or permanently withdrawn from use.
134
Logbook Entries
The following entries shall be included in the aircraft log-book:
(i) the name of the constructor, the type of the aircraft, the number assigned to it by
the constructor and the date of the construction of the aircraft;
(ii) nationality and registration marks of the aircraft;
(iii) the name and address of the operator of the aircraft;
(iv) the date of each flight and the duration of the period between take-off and landing
or, if more than one flight was made on that day, the number of flights and the
total duration of the periods between take-offs and landings on that day;
(v) particulars of all maintenance work carried out on the aircraft or its equipment;
(vi) particulars of any defects occurring in the aircraft or in any equipment required to
be carried therein the action taken to rectify such defects including a reference to
the relevant entries in the technical log
(vii) particulars of any overhaul, repair, replacement and modification relating to the
aircraft or any such equipment except its engines and propellers.
The required entries for engine and propeller log-books are similar except certain items
which are peculiar to them like
i) part and serial number

ii) the location of installation
iii) overhaul life etc.
With ETOPS operations, APU logbooks are also mandatory.
135
Above is the extract of propeller logbook, the main difference for aircraft logbook is that
instead of “Time Since Overhaul”, “Time Since Renewal Of Certificate of Airworthiness
/ Manufactured”. Engine logbook is similar.
Recommended Logbooks used for aircraft MWTA exceeding 2730kg
i) CAP 388: Variable Pitch Propeller Logbook

ii) CAP 391: Engine Logbook
iii) CAP 408: Aircraft Logbook
These logbooks are published by CAA (UK)
136
42 - EQUIPMENT OF AIRCRAFT
Introduction
An aircraft shall not fly unless it is so equipped as to comply with the law of the State in
which it is registered, and to enable lights equipped and markings to be displayed, and
signals to be made, in accordance with the MCAR.
In the case of any Malaysian aircraft, the equipment required, in addition to any other
equipment required by or under the MCAR, shall be that specified in the MCAR Fifth
Schedule as applicable. The equipment shall be of the type approved by the Director
General and shall be installed in a manner so approved.
Emergency equipment
The position of equipment provided for emergency use shall be indicated by clear
markings in or on the aircraft and in every Malaysian aircraft flying for the purpose of
public transport there shall be—
(i) provided individually for each passenger; or

(ii) if permitted, exhibited in a prominent position in every passenger compartment, a
notice relevant to the aircraft in question containing pictorial—
(i) instructions on the brace position to be adopted in the event of an
emergency landing;
(ii) instructions on the method of use of the safety belts and safety
harnesses as appropriate;
(iii) information as to where emergency exits are to be found and
instructions as to how they are to be used; and
(iv) information as to where the life jackets escape slides, life rafts and
oxygen masks, if required to be provided are to be found and
instructions as to how they are to be used.
Radio Equipment of Aircraft.
An aircraft shall not fly unless it is equipped with radio and radio navigation equipment
so as to comply with to law of the State in which the aircraft is registered and to enable
communications to be made, and the aircraft to be navigated, in accordance with the
MCAR, in particular, the Thirteenth Schedule such as VHF communication radio,
VOR/DME equipment, ILS, RMI and radar.
Permission may be granted by DCA to flight to be conducted with certain amount of

radio equipment unservicability subject to MEL procedures. Details should also be
included by the operator in the Operations Manual under the section Minimum Departure
Standards.
137
An aircraft radio station license issued by the Communications and Multimedia
Commision
138
43- OPERATIONS MANUAL / CREW MANUAL
Introduction
The Type Design Organisation of a public transport aircraft to be granted a Certificate of

Airworthiness shall provide information and instructions necessary to enable the crew to
acquire an understanding of the aircraft essential for its safe operation. The information
and instructions may form part of the Operations Manual, or may be produced as a
separate document, which shall be entitled ‘Crew Manual’.
The Manual must be available for issue to a standard of completion acceptable to the
DCA at the time of issue of the Certificate of Airworthiness, unless otherwise agreed by
the DCA.
General
The Manual shall be certified and published under the authority of the Organisation
approved for design of the aircraft. The DCA reserves the right to investigate the contents
of the certified Manual and to require the embodiment of any revision or amendment,
which it considers necessary to satisfy the requirements.
The Manual, when published by an approved Organisation, must bear a statement that it
complies with the requirements of BCAR A7-3. This statement is in the form of
Certification of Initial Certification.
The instructions and information in the Manual must be presented in a manner suitable
for use by the crew, giving sufficient detail for a proper understanding of each subject,
and shall be consistent with the Flight Manual, with particular emphasis on the
instruments and controls in the flight crew compartment. The Manual should not contain
superfluous matter regarding engineering and construction. The advice of the DCA
should be sought in cases of doubt.
Format
Title page. The ‘Statement of Initial Certification ’
Notes to Readers. The conventions used in the Manual (e.g. where words are in capital
letters this indicates a placarded marking in the aircraft, similarly statements that all
speeds given are ‘indicated airspeeds ’ )scope and purpose of the manual and list of
contents.
Index of Amendments
List of Associated Publications
139
Front page of Crew Manual, note the DCA’s stamp (Malaysia Airlines)
140
Introduction. A brief introduction to the aircraft, its structure, systems, equipment and
roles, including a three-view general arrangement drawing giving dimensions and such
illustrations as may be necessary to cover panel coding ,bulkhead numbering and
nomenclature.
Flight Crew Compartment. Lay-out, crew stations, controls, equipment, instruments

and lights with appropriate illustrations.
Systems and Equipment. All aircraft systems as appropriate should be covered in the
following way:
a) Description, consisting of location of main components in diagram or table form;

technical description of the system or installation; system and component
functioning; controls, indicators and instruments, and power (electric, hydraulic
and/or pneumatic) supplies in diagrams or table form (structural information
should be given only where necessary for clarity).
b) Management, consisting of normal conditions before flight, in flight and after

flight, and abnormal conditions (i.e. malfunctioning and abnormal external
conditions which do not constitute an emergency
c) Ground Servicing, consisting of items of system ground servicing that he crew

may be required to supervise or carry out in the event of a stop where full
servicing facilities are not available; location of system ground servicing points in
diagram form, and system replenishing and off-loading.
Limitations. As prescribed in the Flight Manual.
Handling Procedures. Flight crew flight handling procedures under all operating
conditions, normal and abnormal, especially procedures peculiar to the said aircraft.
Emergencies. Essential operating procedures for emergency conditions which are

foreseeable but unusual situations in which immediate and precise actions will
substantially reduce the risk of a catastrophes.
Check Lists. Crew check lists with transit checks where applicable.
Flight Planning Data. Example calculations and flight plans, performance, fuel and oil
consumption, etc.
Loading and CG Data. Definitions, data, example calculations and typical loading
examples and instructions for using the Weight and Centre-of-Gravity Schedule (BCAR
Chapter A7 –10) for all reasonable combinations of loading. In the case of aircraft in
which provision is made for the carriage of freight, floor loading limitations and adequate
information to enable the Operator to position and secure freight.
141
Review and Amendment of Manuals
The aircraft Type Design Organisation shall review certified Manuals at periodic
intervals and where he has made changes, permanent revisions or amendments shall be
published.
Operators with appropriate approval may amend Manuals without reference to the Type
Design Organisation, provided that the technical substance of the change is within the
terms of their approval.
Where Operators wish to amend manuals, co-operation with the Type Design
Organisation is recommended. This also applies where amendments to manuals are
necessary due to the incorporation of Minor Modifications
Responsibility of Operators
The operator of every aircraft shall—
(a) make available to each member of his operating staff an operations manual;
(b) ensure that each copy of the operations manual is kept up to date; and
(c) ensure that on each flight every member of the crew has access to a copy of every
part of the operations manual which is relevant to his duties on the flight.
142
A sample page from the Crew Manual showing the aircraft’s electrical systems
(Malaysia Airlines)
143
44 - DOCUMENTS TO BE CARRIED ONBOARD
Introduction
An aircraft shall not fly unless it carries the documents, which it is required to carry
under the law of State in which it is registered. A Malaysian aircraft shall, when in flight,
carry documents in accordance with the MCAR Tenth Schedule provided that, if the
flight is intended to begin and end at the same aerodrome and does not include passage
over the territory of any other State, the documents may be kept at that aerodrome instead
of being carried in the aircraft.
Production of documents and records.
The commander of an aircraft is responsible for the mandatory documents to be

produced to the relevant authorities if necessary. The mandatory documents to carried by
public transport category are
(i) the certificate of registration

(ii) certificate of airworthiness in force;
(iii) the licences of its flight crew;
(iv) aircraft radio station licence
(v) flight manual
(vi) load sheet
(vii) certificate of maintenance review
(ix) technical log
(x) operations manual
If the flight is international the additional document needed is:
a copy of the notified procedures to be followed by the pilot-in-command of an

intercepted aircraft, and the notified visual signals for use by intercepting and intercepted
aircraft.
An approved MEL is also required if the operator is granted permission to operate under
the terms of Regulation 34 of the MCAR.
144
Chapter 9
Special Requirements
45- EXIT AND BREAK-IN MARKINGS
Introduction
Every Malaysian aircraft flying for the purpose of public transport, which is carrying
passengers, every exit wherefrom and every internal door in the aircraft shall be in
working order, and during takeoff and landing and during any emergency, every such exit
and door shall be kept free of obstruction and and shall not be locked or otherwise so as
to prevent, hinder or delay its use by passengers.
Markings and Locations

Every exit from the aircraft, which is intended to be used by passengers in normal
circumstances, shall be marked with the words "Keluar" and "Exit" in capital letters and
every exit, to be used by passengers in an emergency only, shall be marked with the
words "Pintu Kecemasan" and "Emergency Exit" in capital letters.
Every exit from the aircraft shall be marked with instructions in the national language and
English language and with diagrams, to indicate the correct method of opening the exit.
The markings of the exit shall be placed on or near the inside surface of the door or other
closure of the exit and, if it can be opened from the outside of the aircraft, on or near the
exterior surface .
Every aircraft with the authorised maximum total weight exceeds 3,600 kilograms, shall
be marked upon the exterior surface of its fuselage with markings to show the areas
("break-in areas") which during rescue in an emergency, be most readily broken into
from outside the aircraft.
The words "Pecahkan Ketika Kecemasan" and "Cut Here in Emergency" shall be marked
across the centre of each break-in area in capital letters.
Aircraft with the authorised maximum total weight exceeds 5,700 kilogrammes, every
exit from such an aircraft intended to be used by passengers in an emergency shall be
marked upon the exterior of the aircraft by a band outlining the exit.
Inoperative Exits
If any of the exits are inoperative, the number of passengers may be reduced with regards
to the seats closest to the inoperative exits. The seating position and the number of seats
affected is as agreed by the DCA.
The inoperative exit is fastened by locking or otherwise, the words "Keluar" and "Exit" or
"Pintu Kecemasan" and "Emergency Exit" are covered and the exit is marked by a red
disc with a horizontal white bar across it bearing the words "Dilarang Keluar" and "No
Exit" in red letters.
145
Location of Break-in Markings on a Boeing 777-200 (Malaysia Airlines/Boeing)
146
46- MANDATORY REPORTING
Introduction
Any incident relating to an aircraft in respect of any defect in or the malfunctioning of an

aircraft or any of its parts or equipment, any facility on the ground used or intended to be
used for purpose of or in connection with the operation of an aircraft, being an incident,
defect or malfunctioning endangering, or which if not corrected would endanger the
aircraft, its occupants, or any other person is a “Reportable Occurrence”
Procedures
Every person who—

(a) is the operator or the commander of a Malaysian registered aircraft;
(b) carries on the business of manufacturing, repairing or overhauling any aircraft or
any equipment or part thereof;
(c) a LAME or a Company Approval holder; or
(d) is the licensee of a licensed aerodrome shall—
make a report to the Director General of any reportable occurrence of which he knows
and which is of such a description as is specified in the MCAR Thirteenth Schedule, and
the report shall be made within 48 hours in writing, and shall contain such information as
may be prescribed in the MCAR Thirteenth Schedule ; and
make a report to the Director General, within 96 hours, in writing , being information
which is not in his possession or control and which relates to a reportable occurrence.
147
148
47 - EXTENDED TWIN ENGINE OPERATIONS (ETOPS)
Introduction
ETOPS (Extended Twin Operations) is defined by ICAO to describe the operation of

twin-engined aircraft over a route that contains a point further than one hour's flying time,
at the approved one engine inoperative cruise speed (under standard conditions and in
still air), from an adequate airport.
Regulations
ETOPS requirements are essentially the same for all the airworthiness authorities and are
detailed in the following regulations:
- FAA issued Advisory Circular (AC) 120-42A which provides the criteria for 75-,
120- and 180-minute operations,
- the European Joint Airworthiness Authorities (JAA) developed the Advisory

Material Joint (AMJ) 120-42 with provisions for accelerated approval for 75-,
120- and 180-minute operations (currently published as Information Leaflet (IL)
number 20).
DCA regulations with regards to ETOPS are also derived from above.
ETOPS Approval
The approval process is summed thus
- Manufacturer must obtain ETOPS Type Design Approval

- The operator must obtain ETOPS Operational Approval
ETOPS Type Design Approval
It is the responsibility of the aircraft manufacturer to ensure that the aircraft's design
satisfies the ETOPS regulations. Once the airworthiness authorities have agreed that the
candidate aircraft engine combination meets the requirements of the applicable
regulations, the authorities declare this aircraft type capable of flying ETOPS for a given
maximum diversion time.
The ETOPS capability of the aircraft-engine combination is declared in the following

documents approved by the Airworthiness Authorities
- Type Certification Data Sheet (TCDS),
- Aircraft Flight Manual (AFM),
149
- Configuration, Maintenance and Procedures Standards (CMP),
- Master Minimum Equipment List (MMEL).
The continuality of the ETOPS Type Design Approval is dependent on satisfactory global
in-service experience of the said type. This is under the purview of the type certifying
authority. For example, the FAA, for Boeing and other American aircraft and the JAA,
for Airbus and other European aircraft.
ETOPS Operational Approval
An operator’s twin-engine aircraft can only operate ETOPS flight unless authorized by
Operation Specification Approval (for both Maintenance and Flight Operations) issued
by the local Airworthiness Authority, DCA for Malaysia.
The operator has to prove that it has the appropriate experience with the considered
airframe/engine combination and, that it is familiar with the considered area of ETOPS
operation.
ETOPS Operational Approval issued by DCA does not refer only to the approval of the
operator's flight operations organisation and procedures but, more broadly, to all of the
following aspects: aircraft configuration, maintenance practices, ETOPS training and
dispatch practices.
On the satisfaction of the DCA that the above conditions are met, these documents are
amended:
iv) Crew Manual / Operation Manual

v) Operator’s MEL
vi) Company’s Engineering Manual
Specific manual for all company ETOPS-related engineering procedures is mandatory

and this is the ETOPS Maintenance Manual.
Upon satisfactory application, the DCA will grant to the airline an Operational Approval
to conduct ETOPS flight with a given maximum diversion time. This Operational
Approval can be in the form of an approved Operations Specification containing the
appropriate limitations.
The ETOPS Operational Approval is for 75, 90, 120, 138, 180, and 207 minutes not
exceeding the Type design approval for the aircraft itself. DCA currently provides
ETOPS operational approval on a route-to-route basis. Maximum permitted diversion
time upon entry into service of airframe/engine combination is 120 minutes. The
continuality of the ETOPS Operational Approval shall depend on the good In-Flight
Shutdown (IFSD) rate for the operator’s ETOPS fleet. Any ETOPS-related incident must
be highlighted to DCA within 24 hours.
150
A non-ETOPS flight will be constrained by the shaded 60 min flight-time circles. A 120
min ETOPS flight-time circles would permit a direct routing.
151
48- ALL WEATHER OPERATIONS
Introduction
The term All Weather Operations is used to describe aircraft operations under all
runaway visibility conditions with regards to takeoff, landing and taxi. The special
emphasis is on poor visibility conditions. The regulation covering this is JAR-AWO (All
Weather Operations). The JAR-AWO is made of
i) Category I (CAT I)
ii) Category II (CAT II)
iii) Category III (CAT III)
iv) Low Visibility Take Off (LVTO)
v) Low Visibility Taxi (LV TAXI)
The objective of CAT II / CAT III operations is to provide a level of safety when
landing in low visibility conditions, equivalent to that of 'normal' operating
conditions. Category II / Category III constitutes the main part of All Weather
Operations (AWO). CAT I refers to good visibility i.e. 'normal' operating conditions.
Decision Height (DH)
To understand the concepts of CATII/CATIII operations, it is essential to understand the

term decision height (DH). Decision height is the wheel height above the runway
elevation by which a go-around must be initiated unless adequate visual reference has
been established and the aircraft position and approach path have been assessed as
satisfactory to continue the approach and landing in safety. The DH is measured by
means of radio-altimeter.
152
Runaway Visual Range (RVR)
Another term encountered is the

Runway Visual Range (RVR). It is
the range over which a pilot of an
aircraft on the centerline of the
runway can see the runway surface
markings or the lights delineating the
runway or identifying its centerline.
Category II (CAT II)
A category II approach is a precision instrument approach and landing with decision

height lower than 60m (200ft) but not less than 30m (100ft), and a runway visual range
not less than 350m (1200ft).
The main objective of CAT II operations is to provide a level of safety equivalent to other
operations, but in more adverse weather conditions and lower visibility. CAT II weather
minima allow sufficient visual references at DH to permit a manual landing (or a missed
approach) to be executed.
Category III (CAT III)
The main difference between CAT II / CAT III operations is that Category II provides
sufficient visual reference to permit a manual landing at DH, whereas Category III does
not provide sufficient visual references and requires an automatic landing system.
CAT Ill is divided in three sub-categories: CAT III A, CAT III B, and CAT III C,
associated with three minima levels (CAT III A is associated with highest minima, and
CAT III C with lowest minima).
An automatic landing system is mandatory to perform Category III operations. Its

reliability must be sufficient to control the aircraft to touchdown in CAT III A operations
and through rollout to a safe taxi speed in CAT III B.
CAT IIIA
A category III A approach is a precision instrument approach and landing with no

decision height or a decision height lower than 100ft (30m) and a runway visual range
not less than 700ft (200m).
153
CAT IIIB
A category III B approach is a precision approach and landing with no decision height or
a decision height lower than 50ft (15m) and a runway visual range less than 700ft
(200m), but not less than 150ft (50m).
CAT IIIC
A category III C approach is a precision approach and landing with no decision height
and no runway visual range limitation. CAT III C operations are not currently authorized
by Airworthiness Authorities.
Maintenance Procedures
Approved specific procedures established by the operator govern the capability of the
aircraft to conduct CAT III operations in the following conditions:
i) Loss of CAT 3 capability
ii) Missed approach (illumination of AUTOLAND warning light / flag).
The dispatch policy is based on the minimum equipment list (MEL) as it governs the
basic criteria for operation. Maintenance actions may cause upgrading/downgrading of
CAT II /CAT III capability. Therefore, upgrading/downgrading procedure must be
defined so as to assist the dispatch of the aircraft to assure maximum autoland capacity.
Dispatch criteria and status of aircraft must be recorded in the Technical Log Book with
reference to the MEL (if any); if the defect has been rectified it should be cleared
accordingly and revalidation of the aircraft status performed.
A prominent placard should be displayed on the aircraft and in the maintenance

control room to inform Flight Operations of the current aircraft status.
In general, aircraft, which perform Cat III operation regularly under real or simulated
conditions, do not need to perform system checks except if specified in Aircraft
Maintenance Manual (AMM). After an adjustment or a repair is made on the equipment,
a revalidation of the aircraft should be made by the corresponding AMM ground test.
A periodic check may be requested by national authorities on an aircraft, which has not
performed CAT III operations for a specific period of time (to be agreed with national
authorities).
154
Chapter 10
AOC Maintenance
Requirements
49 - AIR OPERATOR’S CERTIFICATE – MAINTENANCE SUPPORT
ARRANGEMENTS
Introduction
It is the responsibility of the Operator (AOC-holder) to satisfy the DCA that his
maintenance support arrangements are to a satisfactory standard. The Operator may have
his own maintenance organisation or may contract-out his maintenance to another
organisation approved by the DCA.
Maintenance support arrangements will normally be based on an organisation approved

by the DCA for the maintenance or overhaul of the type of aircraft concerned.
Maintenance Support Arrangement
The maintenance support arrangements for aircraft of 5,700 kg (12500 lb) MTWA or
more must be based on an organisation approved by the DCA in accordance with the
procedures of which is adopted by DCA as the required standard for maintenance of the
said aircraft.
The support arrangements for aircraft of less than 5700 kg (12500 lb) MTWA may be
based on an organisation :
(a) approved by the DCA; or

(b) in which an acceptable number of appropriately LAMEs jointly perform the
duties of a maintenance organisation (through a process of maintenance schedule
approval).
An organisation may be acceptable to the DCA for maintenance support without all of the
necessary facilities to accomplish certain maintenance tasks provided contracted
arrangements exist with another organisation which has the facilities available and is
acceptable to the DCA.
All maintenance support organisations must have management systems to ensure

effective support of the Operator's fleet of aircraft for which they have responsibility,
over the whole of the routes operated. Quality Control and Assurance must be exercised
as necessary to achieve satisfactory standards of continuing airworthiness.
Maintenance Agreement
Where an Operator chooses to contract maintenance to another organisation, a written

agreement must be drawn up indicating the divisions of responsibility between the two
parties for the overall support of the aircraft and for compliance with statutory regulations
and other relevant requirements. The Operator remains responsible for the safe operation
of his aircraft when accomplishment of maintenance is contracted out.
155
The agreements dealing with maintenance are subdivided into those tasks to be
accomplished by the contractor and those tasks which will remain the responsibility of
the Operator. This is particularly necessary where, for example, the Operator retains
responsibility for line maintenance or spares provision.
The Engineering Manual or Exposition
The Operator is required to provide a description of his maintenance support

arrangements for the direction and guidance of flight crew and maintenance personnel
engaged in the day to day operation and maintenance support of this aircraft, throughout
his operating network.
The manual is also required as a basis for DCA acceptance of the arrangements and
forms the pre-requisite for the grant of an AOC. This description of the arrangements will
be referred to as the ENGINEERING MANUAL (EM) but may take other forms.
The Operator may:
(a) publish a discrete EM containing a full description of the support provided for his
Operation or,
(b) use the Operations Manual to satisfy the requirement for an EM including the
necessary details as a Volume, Section or Chapter of that manual as appropriate
or,
(c) refer in his manual to the Exposition of the approved maintenance organisation
for those parts of the maintenance arrangements which are described therein or,
(d) he may use the Exposition to describe the whole of his maintenance
arrangements.
Where the Operator's maintenance organisation does not hold DCA Approval, or holds an
approval for which an Exposition is not required, the DCA will accept a document
prepared by that organisation as a substitute provided it conforms to the requirements for
an Exposition.
The DCA will require to hold copies of the Manual as dictated by the nature of the
operation and the necessary surveillance.
156
50 - OPERATION SPECIFICATIONS – AIRCRAFT MAINTENANCE
Introduction
As has been noted before, an AOC-holder may only conduct flights only if it is operating
in accordance with an approved Operations Specifications. Maintenance activities
required for the fleet are stated within as an agreed standards and procedures between the
operator and DCA. As the Operations Specifications covers all activities of the operator,
only maintenance is covered here
Maintenance Section
In the Aircraft maintenance section of the Operations Specifications, the following may
be covered subject to approval with DGCA:
i) General
ii) Check, Inspection and Overhaul Time Limits
iii) Use of an MEL
iv) Reliability Programme Authorization
v) Short-term Escalation Authorization
vi) Maintenance Agreements
vii) Leased Aircraft Maintenance Programme
viii) Parts pooling Agreements
ix) Parts borrowing
x) Special Flight Permit with continuing Authorizations
xi) List of total Aircraft Fleet operated
xii) Approved Aircraft Inspection Programme
xiii) Additional Maintenance requirements
As every Operations Specifications is specific to each operator, the above listing may not
be exhaustive. The Aircraft maintenance section of the Operations Specifications is
further amplified in each operator’s Engineering Manual or equivalent document as
agreed by DGCA.
157
51- APPROVED ORGANISATION
Introduction
Organisations which have satisfied the requirements of the Director General in respect of
manufacture, overhaul, inspection, repair or modification of aircraft and their component
parts may be granted an approval in one or more groups as set out in the BCAR. On the
grant of an approval the organisation will receive 'TERMS OF APPROVAL’ from the
Director General. Organisation Approval reference number which should be quoted on all
relevant documents.
The reference number is made up in three parts. Eg. AO/0001/72
(1) The letters AO stand for Approved Organisation
(2) A number which changes with each organisation
(3) A two digit number showing the year approval was granted
Approved Organisations Approval
CAA Approved Organisations are divided into the following groups:
158
159
For the M1 category of approval JAR-145 procedures has replaced
BCAR A8-13.
160
Chapter 11
Approval of Organisations
52 - JAR-145 : APPROVED MAINTENANCE ORGANISATION
Introduction
Airworthiness Notice (AN) 70 reflects the administration of DCA approval of

organizations for maintenance of aircraft and components. The standard adopted for this
purpose is JAR-145 have replaced BCAR A8-13 with regards with Approved
Organisation procedures for maintenance of aircraft more than 5700kg. No aircraft when
used for Commercial Air Transport may fly unless a certificate of release to service has
been issued by an Organisation for maintenance carried out on the aircraft or an aircraft
component intended for fitment to such an aircraft.
No Organisation may certify for release to service an aircraft or any of its components if
used for Commercial Air Transport unless either
i) approved in accordance with JAR-145 or an accepted alternative

ii) or working under the quality system of an appropriately approved or accepted
JAR-145 maintenance Organisation.
Approval Scope
A maintenance Organisation approval may be granted for maintenance activity varying

from that for an aircraft component to that for a complete aircraft or any combination
thereof.
An Organisation working under the quality system is limited to the work scope permitted
under JAR-145 procedures and may not carry out a base maintenance check of an aircraft
or a complete workshop maintenance check or overhaul of an engine or engine module.
Applicability
This JAR prescribes the requirements for issuing approvals to organisations for the
maintenance of aircraft and aircraft components and prescribes the general operating
rules for approved maintenance Organisations. The approval, when granted, will apply to
the whole Organisation headed by the accountable manager.
Extent of Approval
The grant of approval is indicated by the issue of an approval certificate to the

Organisation by the JAA full member Authority. The approval certificate will specify the
extent of approval. The JAR- 145 approved maintenance Organisation's exposition must
specify the scope of work deemed to constitute approval.
161
Facilities
There should be sufficient facilities to cover all aspect of maintenance work such as
i) protected hangars from weather
ii) and workshops, properly segregated
iii) offices for maintenance management work
iv) suitable working environment for staff
v) secure storage facilities for aircraft and components ensuring proper
segregation of serviceable and unserviceable parts.
Management
Headed by an accountable manager and has a senior person or a group of persons directly
accountable under him. All must be approved by JAA. They are responsible to ensure
that requirements of JAR-145 are followed.
The accountable manager shall have corporate authority for:
(1) ensuring that all maintenance required by the customer can be financed and
carried out to the standard required.
(2) ensuring that all necessary resources are available to accomplish
maintenance to support the organization approval.
(3) establishing and promoting the safety and quality policy
A Quality Assurance senior person shall report directly under the accountable manager
who shall inform him of quality and compliance matters.
The JAR-145 approved organization shall ensure adequacy of manpower for the
maintenance jobs done. The organisation shall have a maintenance man-hour plan
showing that the organisation has sufficient staff to plan, perform, supervise, inspect and
quality monitor the organisation in accordance with the approval. In addition the
organization shall have a procedure to reassess work intended to be carried out when
actual staff availability is less than the planned staffing level for any particular work shift
or period.
Qualification of Staff
NDT of aircraft structure may be carried out by staff in accordance with

i) the European or equivalent Standard recognised by the Agency
ii) JAR 66 category B1 for colour contrast dye penetrant tests.
Personnel who carry out any other specialised task shall be appropriately qualified in
accordance with officially recognised Standards.
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Any organisation maintaining aircraft shall in the case of aircraft line maintenance, have
appropriate aircraft type rated certifying staff qualified as category B1 and B2 in
accordance with JAR-66 and JAR-145.
However, an appropriately task trained certifying staff qualified as category A in

accordance with JAR-66 and JAR-145 may carry out minor scheduled line maintenance
and simple defect rectification. Category A does not replace Category B however for
simple defect rectification in line, it is not necessary for Category B holders to be present
In the case of base maintenance of aeroplanes with a maximum take-off mass of 5700kg
or above, have appropriate aircraft type rated certifying staff qualified as category C in
accordance with JAR-66 and JAR-145. In addition sufficient aircraft type rated staff
qualified as category B1 and B2 shall support the category C certifying staff.
All maintanence (certifying and non-certifying), management, and quality audit staff
shall be conversant on the application of human factors and human performance issues in
the aircraft maintenance environment. Such required training shall consist of initial
Human Factors training, which may be dedicated or integrated into other training, and a
follow-up recurrent training programme of sufficient duration in each two-year period.
Personnel previously working under another JAR-145 Organisation shall be assessed for
the need to meet the current prevailing JAR-145 standards.
Base Maintenance Release to Service Procedures
B1 and B2 support staff shall ensure that all relevant tasks or inspections have been
carried out to the required standard before the category C certifying staff issues the
certificate of release to service. The organisation shall maintain a register of any such B1
and B2 support staff.
The category C certifying staff shall ensure that all work required by the customer has
been accomplished during the particular base maintenance check or work package, and
shall also assess the impact of any work not carried out with a view to either requiring its
accomplishment or agreeing with the operator to defer such work to another specified
check or time limit.
Line Procedures for Release to Service
For aircraft line maintenance, appropriate aircraft type rated certifying staff qualified as
category B1 and B2 is needed. In addition such organisations may also use appropriately
task trained certifying staff qualified as category A to carry out minor scheduled line
maintenance and simple defect rectification.
For a repetitive pre-flight airworthiness directive, which specifically states that the flight
crew may carry out such airworthiness directive, the organisation may issue a limited
certification authorisation to the aircraft commander and/or the flight engineer on the
basis of the flight crew licence, held. However, the organisation shall ensure that
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sufficient practical training has been carried out to ensure that such aircraft commander
or flight engineer can accomplish the airworthiness directive to the required standard.
In the case of aircraft operating away from a supported location the organisation may
issue a limited certification authorisation to the commander and/or the flight engineer on
the basis of the flight crew licence held subject to being satisfied that sufficient practical
training has been carried out to ensure that the commander or flight engineer can
accomplish the specified task to the required standard. This shall be detailed in an
exposition procedure.
In unforeseen cases, where an aircraft is grounded at a location other than the main base
where no appropriate certifying staff are available, the organisation contracted to provide
maintenance support may issue a one off certification authorization.
All such cases shall be reported to the competent authority within seven days of the
issuance of such certification authorisation. The organisation issuing the one off
authorisation shall ensure that any such maintenance that could affect flight safety is re-
checked.
Certifying staff and category B1 and B2 support staff
The organisation may only issue a certification authorisation to certifying staff in relation
to the basic categories or sub-categories and any type rating listed on the aircraft
maintenance licence listed in JAR-66, subject to the licence remaining valid throughout
the validity period of the authorisation and the certifying staff remaining in compliance
with JAR-66.
“Category B1 and B2 support staff” means those category B1 and B2 staff in the base
maintenance environment who do not hold certification privileges.
The organisation shall ensure that all certifying staff and category B1 and B2
support staff are involved in
i) at least six months of actual aircraft maintenance experience in any

consecutive two year period.
ii) receive sufficient continuation training in each two year period
The organisation shall establish a programme for continuation training as the basis for
issuing certification authorizations and a procedure to ensure compliance with JAR-66.
The organisation shall assess all prospective certifying staff for their competence,
qualification and capability to carry out their intended certifying duties. Quality
Assurance senior person is responsible for the approval system.
When above have been fulfilled by the certifying staff, the organisation shall issue a
certification authorisation that clearly specifies the scope and limits of such authorisation.
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The organisation shall retain the record for at least two years after the certifying staff or
B1 or B2 support staff have ceased employment with the organisation or as soon as the
authorisation has been withdrawn. In addition, upon request, the maintenance
organisation shall furnish certifying staff with a copy of their record on leaving the
organisation.
Equipment, tools and material
The organisation shall have the necessary equipment, tools and material available to
perform the approved scope of work. The organisation shall control and calibrate tools,
equipment and particularly test equipment, as appropriate, to an officially recognised
standard at a frequency to ensure serviceability and accuracy. Records of such
calibrations and the standard used shall be kept by the organisation.
Acceptance of components
The organisation shall ensure that no component is accepted unless it is in a satisfactory

condition and has been appropriately released to service on an JAA Form One or
equivalent
Prior to installation of a component, the organisation shall ensure that the particular
component is eligible to be fitted when different modifications and/or
airworthiness directive standards may be applicable.
The organisation may fabricate a restricted range of parts to be used in the course of
undergoing work within its own facilities provided procedures are identified in the
exposition.
Maintenance data
The organisation shall hold and use applicable current maintenance data in the
performance of maintenance, including modifications and repairs. ”Applicable” means
relevant to any aircraft, component or process specified in the organisation’s approval
class rating schedule and in any associated capability list. In the case of maintenance data
provided by an operator or customer, the organisation shall hold such data when the work
is in progress.
Applicable maintenance data means any of the

following:
(1) Any applicable requirement, procedure, airworthiness directive, operational

directive or information issued by the competent authority
responsible for the oversight of the product;
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(2) Any applicable data, maintenance and repair manuals, issued by an organisation
under the approval of the DCA, including type-certificate and supplementary
type-certificate holders and any other organisation approved to publish such data;
(3) Any applicable airworthiness directive;
(4) Unless otherwise specified by the DCA, any applicable data, such as maintenance
and repair manuals, issued by an organisation under the approval or authority of
the competent authority of a third country where that authority is that of the State
of registry;
(5) Any applicable standard, such as maintenance standard practices recognised by

the DCA as a good standard for maintenance.
The organisation may only modify maintenance instructions in accordance with a

procedure specified in the maintenance organisation’s exposition. Maintenance
instructions for the purposes of this paragraph means instructions on how to carry out the
particular maintenance task: they exclude the engineering design of repairs and
modifications.
The organisation shall provide a common work card or worksheet system to be used
throughout relevant parts of the organisation. Where the organisation provides a
maintenance service to an aircraft operator who requires their work card or worksheet
system to be used then such work card or worksheet system may be used. In this case, the
organisation shall establish a procedure to ensure correct completion of the aircraft
operators’ work cards or worksheets.
The organisation shall establish a procedure to ensure that maintenance data it controls is
kept up to date. In the case of operator / customer controlled and provided maintenance
data, the organisation shall be able to show that either it has written confirmation from
the operator / customer that all such maintenance data is up to date or it has work orders
specifying the amendment status of the maintenance data to be used or it can show that it
is on the operator / customer maintenance data amendment list.
Production planning
The organisation shall have a system appropriate to the amount and complexity of work
to plan the availability of all necessary personnel, tools, equipment, material,
maintenance data and facilities in order to ensure the safe completion of the maintenance
work.
The planning of maintenance tasks, and the organising of shifts, shall take into account
human performance limitations.
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When it is required to hand over the continuation or completion of maintenance tasks for
reasons of a shift or personnel changeover, proper handover between outgoing and
incoming personnel must be done.
Certification of maintenance
A certificate of release to service shall be issued by appropriately authorized certifying

staff when it has been verified that all maintenance required by the customer of the
aircraft or component has been properly carried out by the organisation in accordance
with the JAR-145, taking into account the availability and use of the maintenance data
specified in JAR-145; and that there are no non-compliances which are known that could
hazard flight safety.
A certificate of release to service shall be issued before flight at the completion of any
package of maintenance containing one of the following elements:
(1) checks or inspections from the operator’s aircraft maintenance program;
(2) airworthiness directive implementation, overhaul of aircraft or components,

repairs to aircraft or components, modifications, component replacements and
defect rectification;
(3) any other applicable operator maintenance requirements.
A certificate of release to service shall be issued at the completion of any maintenance on

a component whilst off the aircraft. The authorised release certificate or airworthiness
approval tag or JAA Form 1 constitutes the component certificate of release to service.
Maintenance records
The organisation shall record all details of maintenance work carried out in a form and
manner established by DCA. As a minimum, the organization shall retain records
necessary to prove that all requirements have been met for issuance of the certificate of
release to service, including sub-contractor’s release documents.
The organisation shall provide a copy of each certificate of release to service to the
aircraft operator, together with a copy of any specific approved repair/modification data
used for repairs/ modifications carried out.
The organisation shall retain a copy of all detailed maintenance records and any
associated maintenance data for two years from the date the aircraft or component to
which the work relates was released from the organisation.
Where an organisation approved under JAR-145 terminates its operation, all retained
maintenance records covering the last two years shall be distributed to the last owner or
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customer of the respective aircraft or component. If it is impossible to trace the owner or
customer, the maintenance records shall be stored as specified by DCA.
Occurrence reporting
The organisation shall report to the competent authority and to the authority responsible
for the design of the aircraft or component any condition of the aircraft or component
identified by the organisation that has resulted or may result in an unsafe condition that
could seriously hazard the aircraft.
The organisation shall establish an internal occurrence reporting system as detailed in the
exposition to enable the collection and evaluation of such reports, including the
assessment and extraction of those occurrences to be reported
The organisation shall make such reports in a form and manner established by DCA and
ensures that they contain all pertinent information about the condition and evaluation
results known to the organisation. The organisation shall produce and submit such reports
as soon as practicable but in any case within 48 hours of the organisation identifying the
condition to which the report relates.
Safety and quality policy, maintenance procedures and quality system
The organisation shall establish a quality system that includes the following:
(1) Independent audits in order to monitor compliance with required aircraft/aircraft

component standards and adequacy of the procedures to ensure that such
procedures invoke good maintenance practices and airworthy aircraft / aircraft
components and
(2) A quality feedback reporting system to the person or group of persons

which is the Engineering Management, and ultimately to the accountable manager
that ensures proper and timely corrective action is taken in response to reports
resulting from the independent audits established.
The organisation shall establish procedures agreed by the DCA taking into account
human factors and human performance to ensure good maintenance practices and
compliance with JAR-145 which shall include a clear work order or contract such that
aircraft and components may be released to service in accordance with JAR-145.
Maintenance organisation exposition
“Maintenance organisation exposition” means the document or documents that contains

the material specifying the scope of work deemed to constitute approval and showing
how the organisation intends to comply with JAR-145. The organisation shall provide the
competent authority with a maintenance organisation exposition, containing the following
information:
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(1) A statement signed by the accountable manager confirming that the maintenance
organisation exposition and any referenced associated manuals define the
organisation’s compliance with JAR-145 and will be
complied with at all times. When the accountable manager is not the chief
executive officer of the organisation then such chief executive officer shall
countersign the statement;
(2) the organisation’s safety and quality policy
(3) the title(s) and name(s) of the persons nominated;
(4) the duties and responsibilities of the persons nominated including matters on
which they may deal directly with the DCA on behalf of the organisation;
(5) an organisation chart showing associated chains of responsibility between the

persons nominated;
(6) a list of certifying staff;
(7) a general description of manpower resources;
(8) a general description of the facilities located at each address specified in the
organisation's approval certificate;
(9) a specification of the organisation’s scope of work relevant to the extent of

approval;
(10) the notification procedure for organisation changes;
(11) the maintenance organisation exposition amendment procedure;
(12) the procedures and quality system established by the organisation
(13) a list of operators, where applicable, to which the organisation

provides an aircraft maintenance service;
(14) a list of sub-contracted organisations, where applicable
(15) a list of line stations, where applicable;
(16) a list of contracted organisations, where applicable.
The maintenance organisation exposition shall be amended as necessary to

remain an up to date description of the organisation. Any amendment shall be
approved by the DCA.
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Privileges of the organization
As per JAR-145 the organisation shall be entitled to carry out the

following tasks:
(a) Maintain any aircraft and/or component for which it is approved at the
locations identified in the approval certificate and in the organization exposition;
(b) Arrange for maintenance of any aircraft or component for which it is

approved at another organisation that is working under the quality system of the
organisation.
(c) Maintain any aircraft or any component for which it is approved at any
location subject to the need for such maintenance arising either from the
unserviceability of the aircraft or from the necessity of supporting
occasional line maintenance, subject to the conditions specified in the
exposition;
(d) Maintain any aircraft or component for which it is approved at a location
identified as a line maintenance location capable of supporting minor maintenance
and only if the organisation exposition both permits such activity and lists such
locations;
(e) Issue certificates of release to service in respect of completion of

maintenance in accordance with JAR-145;
Limitations on the organization
The organisation shall only maintain an aircraft or component for which it is approved
when all the necessary facilities, equipment, tooling, material, maintenance data and
certifying staff are available.
Changes to the organization
The organisation shall notify the DCA of any proposal to carry out any of the following
changes before such changes take place to enable the competent authority to determine
continued compliance with JAR-145.
These changes must be notified at the earliest opportunity:
(1) the name of the organisation;

(2) the main location of the organisation;
(3) additional locations of the organisation;
(4) the accountable manager;
(5) any of the persons nominated;
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(6) the facilities, equipment, tools, material, procedures, work scope or certifying
staff that could affect the approval.
Continued validity
An approval shall be issued for an unlimited duration. It shall remain valid subject to:
(1) the organisation remaining in compliance with JAR-145, particularly the

provisions related to the handling of audit findings and;
(2) the DCA being granted access to the organisation to determine continued
compliance with this Part; and
(3) the certificate not being surrendered.
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JAR-145 Organization Corporate Board
Accontable Manager
Engineering Director
Aircraft Workshop Quality

Maintenance Maintenance Assurance
Manager Manager Manager
Planning Planning QA Tech Records

Staff Staff Staff Staff
Maintenance Maintenance
Staff Staff
Aircraft Workshop
Certifying Certifying
Staff Staff
Sample JAR-145 Organisation Structure
The above figure shows a typical acceptable structure for a large JAR-145 Organisation.
The Engineering Director may be an accountable manager if it is a Corporate Board
position and meet all other requirements for an accountable manager. Typically, such a
position may be titled Vice President (Engineering)
Quality Assurance staff must be independent of the Maintenance Managers. Certifying

staff may report instead to Quality Assurance Manager. Technical Records staff may
report instead to Aircraft/Workshop Maintence Managers.
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On smaller organisations, it is sufficient just to have a maintenance manager and a quality
assurance manager that report directly to the accountable manager
53 - JAR-21 SUBPART JA: APPROVED REPAIR DESIGN ORGANISATION
Introduction
A JAR-145 Organisation may perform 'repairs' which means elimination of damage

and/or restoration to an airworthy condition following initial release into service by the
manufacturer of any product, part or appliance provided no design activity is required.
Exceptions to the above are repairs that are of simple design in which the Authority will
apply such alternative procedures as are necessary to provide equivalent confidence in the
findings of compliance with requirements.
Other than that, only Organisations approved Design Organisation Approval under
Subpart JA, may design repairs.
Classification of repairs
A repair must be classified "major" or "minor" either by
i) the Authority,
ii) or by an appropriately approved Design Organisation under a procedure
agreed with the Authority.
Repair design
The repair design must
i) Show compliance with the requirements incorporated by reference in the Type

Certificate or Supplemental Type Certificate, as applicable, or those in effect
on the date of application (for repair design approval), plus any amendments
to those requirements or special conditions the Authority finds necessary to
establish a level of safety equal to that established by the requirements
incorporated by reference in the TC or STC.
ii) Submit all necessary substantiation data, when requested by the Authority.
iii) Declare compliance with the above requirements
If the Design Organisation is not a TC or STC holder, the above may be done from the
Design Organisation’s own resources or through an arrangement with the Type
Certificate or Supplemental Type Certificate holder (manufacturer/vendor) as applicable.
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Issue of repair design approval
When it has been declared and has been shown that the repair design meets the applicable
requirements of, it shall be approved
i) by the Authority, or
ii) by an appropriately approved organisation that is also the Type Certificate or
the Supplemental Type Certificate holder,
iii) for minor repairs only, by an appropriately approved design organisation (for
example, an the airline’s Technical Service Department)
Previlages of Repair Design Organisation
The Approved Repair Design Organisation may
i) use previously approved data for other applications, if justifications,

conditions and limitations are the same as before
ii) design temporary repair, limited by a defined service period
iii) design temporary repair, which releases aircraft before full fatigue and
damage evaluation is completed for a limited defined service period
The Approved Repair Design Organisation may exercise the above without requiring
Authority involvement. The Authority will monitor the organisation within the
surveillance plan for the relevant organisation. When the organisation exercises this
privilege, the repair release documentation should clearly show that the approval is under
their Design Organisation Approval privilege.
Production of repair parts
Parts and appliances to be used in the repair must be manufactured in accordance with
production data based upon all the necessary design data as provided by the repair design
approval holder by
(i) TC or STC holder if approved, or

(ii) Approved Production Organization
(iii) Approved Maintenance Organisation for its own use
Repair embodiment
The design organisation must transmit to the maintenance organisation implementing the
repair all the necessary installation instructions.
The embodiment of a repair may only be made by
i) an appropriately approved Maintenance Organisation, or

ii) a Production Organisation appropriately approved.
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Limitations
A repair design may be approved subject to limitations, in which case the repair design
approval must include all necessary instructions and limitations.
Instructions and limitations associated with repairs should be specified and controlled by
those procedures required by the applicable operations rules e. g. Technical Log or
equivalent, the Flight Manual, etc.).
Unrepaired Damage
When a damaged product, part or appliance, is left unrepaired, the evaluation of the
damage for its airworthiness consequences may only be made by the Authority or an
appropriately approved design organisation. These are for cases not covered in the
manufacturer's documentation. Any necessary limitations must be processed by the
applicable operations rules e. g. Technical Log or equivalent, the Flight Manual, etc.).
Record Keeping
For each repair, all relevant design information, drawings, test reports, instructions and
limitations possibly issued, justification for classification and evidence of the design
approval, shall be held by the design approval holder at the disposal of the Authority and
shall be retained by the repair design approval holder in order to provide the information
necessary to ensure the continued airworthiness of the repaired products, parts or
appliances.
On the following an excerpt from a sample JAR-21 Subpart JA showing privileges of the
Organisation.
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Previlages of a JAR-21 Subpart JA that allows Airbus to design its own repair schemes
(Airbus)
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54 – APPROVED STORES PROCEDURE
Introduction
Information to incorporate aeronautical parts from suppliers for aircraft, its engines,
propellers or equipment can be found in the D.C.A AIRWORTHINESS NOTICE NO.
29. Information and storage conditions for aeronautical parts can be found in C.A.A.I.P
Leaf/BL 1-8.
Definition
(a) Aeronautical parts are items intended for incorporation into an aircraft, its
engines, propellers or equipment, being item the failure or partial filure of which
could adversely affect the continuing airworthiness or reliability of the aircraft or
the safety of its occupants.
(b) The User is the person or organisation incorporating the aeronautical part into an
aircraft, its engines, propellers, or equipment.
(c) A Design Organisation is an organisation recognised by the D.C.A as competent

to design complete aircraft, engines, propellers, equipment, or modifications to
such parts
(d) The Responsible Authority is the body in a foreign country which exercises
control in a similar manner to the DCA in respect of regulatory procedures and
airworthiness control of the item under consideration.
Procedures
These can be stated fairly simply as follows
i) That all parts and materials used in the construction, servicing, maintenance,
repair and modification of civil aircraft must ORIGINATE from a DCA
APPROVED SOURCE, or a source acceptable to the DCA
ii) When stores are released, evidence must be provided that the said stores conform
to the requirements as laid down in the relevant section of B,C.A.R.'s and
Airworthines Notices. This evidence will be in the form of an APPROVED
CERTIFICATE, an AIRWORTHINESS RELEASE CERTIFICATE,
CERTIFICATE (CERTIFICATE OF CONFORMITY), FAA FORM 8130
depending on the circumstances. In all cases the verifying document must bear the
signature of an appropriately authorised person.
iii) All organisations concerned with the manufacture, maintenance, repair and
overhaul of civil aircraft must maintain a BONDED STORE. This store will
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contain ONLY those parts intended for aeronautical use and which have been
found to conform to all REQUIREMENTS.
iv). As well as a Bonded Store, organisations must maintain a QUARANTINE

STORE. On receipt, all parts must be placed in this store until it can be confirmed
that they meet ALL the standards required for transfer to the Bonded Store. The
confirmation process will involve a scrutiny of the verifying document (s) and a
physical inspection of the item to ensure its serviceability.
v) When parts are issued from the Bonded Store the relevant incoming Authorised
Release Certificate/Airworthiness Approval Tag SERIAL NUMBER must be
quoted on all relevant documentation, including, in particular, an entry made in
the Aircraft or Engine LOG BOOK, when the parts are eventually fitted to an
aircraft.
vii) As clearly stated in the D.C.A Airworthiness Notice No. 29, the final
responsibility for ensuring that parts originate from an approved source
rests on the USER.
Recertification of Stores
From time to time, it is necessary to carry out inspections and tests on items held in the
Bonded Store to ensure that they remain serviceable. On occasions, these tests may be
carried out on items which have a finite shelf life, such as flexible pipelines.
It should be understood that re-certification of such during a long period when they are
held in the Bonded Store, DOES NOT mean that the SHELF LIFE reverts to zero after
re-certification. All such periods of shelf life are CUMULATIVE and the Part must be
SCRAPPED when its FINITE LIFE is reached, irrespective of how serviceable that Part
may seem.
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55 - AUTHORISED RELEASE CERTIFICATE / AIRWORTHINESS
APPROVAL TAG
Introduction
A DCA Authorised Release Certificate (ARC) / Airworthiness Approval Tag is required

to be issued for aircraft parts, other than standard parts which are intended for use in civil
aircraft. It constitutes a Certification which conforms in all respects to the approved
drawings, specifications and, where applicable, test procedures laid down in the relevant
section of the B.C.A. R.
Procedures
The purpose of the Certificate is to release assemblies/items/components/items

(hereinafter referred to as 'items') after maintenance work carried out on such items under
the DCA Malaysia approval. This certificate allows items removed from one
aircraft/aircraft component to be fitted to one aircraft/aircraft component.
The Certificate serves as an official certificate for the delivery of items from the
manufacturer/maintenance organization to users. The Certificate however is not a
delivery or shipping note.
The Certificate may only be issued by organizations approved by DCA, within the scope
of such an Approval.
The Certificate may be used as a rotable tag by utilizing the available space on the
reverse side of the Certificate for any additional information and dispatching the item
with two copies of the Certificate so that one copy may eventually returned with the item
to the maintenance organization. The alternative solution is to use the existing rotable
tags and also supply a copy of the Certificate,
Aircraft are not to be released using the Certificate.
Under no circumstances may a Certificate be issued for any item when it is known that
the item has a defect considered a serious hazard to flight safety.
A Certificate should not be issued for any item when it is known that the item is
unserviceable except in the case of an item undergoing a series of maintenance processes
at several DCA Approved maintenance organizations and the item needs a Certificate
from the previous maintenance process carried out for the next DCA Approved
maintenance organization to accept the item for subsequent maintenance processes. A
clear statement of limitation should be endorsed in the Certificate. Every Certificate must
be signed by an AUTHORISED SIGNATORY. The authorisation of this person is
subject to DCA Approval, although the person concerned will be nominated by the Chief
Inspector of the Approved Organisation. The form must always be raised in duplicate, at
least, the top copy or certified true copy to be sent out with the parts, and the raising
organisation will keep a copy on file.
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180
When a Certificate is received in an Organisation, it must be filed, together with any
other relevant document, and retained for a minimum period of 5 years. The certificate
should not be destroyed while the items are held in stock. On completion of the 5 years
period, if the items have been issued from stores and used on aircraft, the filing
information may be destroyed, except in the case of major assemblies or components
where documentation should not be destroyed without prior consultation with the DCA.
US Aeronautical Parts
The DCA will accept that an appliance has those characteristics vouched for on an FAA
Airworthiness Approval Tag (FAA Form 8130-3). The procedures given in the following
sub-paragraphs provide acceptable alternative means of compliance for appliances other
than radio:
i) The appliance has been accepted by the FAA as complying with the Minimum
Performance Standards of the applicable Technical Standard Order (TSO)
published in FAR 21 or,
ii) In lieu of approval under a TSO, the appliance has been accepted by the FAA as
meeting the applicable FAR's and the terms of the parts specifications.
iii) All parts must be accompanied by FAA Form 8130-3
Parts manufactured in the USA are classified according to their degree of importance.
CLASS 1 complete type certified aircraft, aircraft engines

and propellers.
CLASS 2 a major component of a Class 1 product eg. wings,

fuselages, empanage assemblies, landing gears,
power transmissions, control surfaces etc, the
failure of which would jeopardise the safety of a
Class 1 product; or any part, material or appliance,
approved and manufactured under the Technical
Standard Order (T. S. 0) system in the 'C' Series.
CLASS 3 any aircraft part or component which is not a Class

1 or Class 2 product, and includes standard parts,
i.e. those designated AN, NAS, SAE, etc.
Aeronautical Parts from JAA Member Countries
The DCA will accept that an appliance has those characteristics vouched for on a JAA
Airworthiness Approval Tag (JAA Form One). The procedures given
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182
in the following subparagraphs provide acceptable alternative means of compliance for
appliances other than radio:
i) The appliance has been accepted by the JAA as complying with the Minimum
Performance Standards of the applicable Joint Technical Standard Order (JTSO)
published in JAR 21 or,
ii) In lieu of approval under a JTSO, the appliance has been accepted by the JAA as
meeting the applicable JAR's and the terms of the applicant's specifications.
(iii) A JAA Airworthiness Approval Tag must be supplied with all appliances.
Suspected Unapproved Parts / Bogus Parts
Unapproved parts (“Bogus Parts”) include, but are not limited to:
(a) Parts specified in the illustrated parts catalogues (IPC) of a type certificated
aircraft, but which have been manufactured, reclaimed or reworked and then
marked by an unauthorised source and provided with documents which indicate
falsely that the part(s) are genuine and conform to the approved type design, or
meet a particular industry standard and are offered for use as conforming with an
aircraft manufacturers authorized IPC.
(b) Parts shipped directly to users by, manufacturers, suppliers, or distributors who do
not themselves hold appropriate production approvals, for the parts, and have not
been authorised to make direct shipments to users or stockists, by the type
certificate holder, who alone has production approval e.g. production overruns.
(c) Parts which have not been maintained, overhauled or repaired in accordance with
the requirements of approved airworthiness data and/or statutory requirements, or
that have been maintained, overhauled or repaired by persons not authorised to
perform and certify these functions.
Aircraft Component Distributors
Aircraft component distributors are not approved by the DCA and when acting in the
distributor role are not required to possess the necessary technical expertise to establish
the status of aircraft components. It follows that Distributors should use DCA Approved
Organisations if they wish Certifying Persons to accept such components with a
minimum of investigation. Where a Distributor uses a DCA Approved Organisation
source, it is acceptable for Distributor documentation to be endorsed:
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184
‘The aircraft components identified above have been obtained from or maintained by a
DCA AN 29 Appendix 1 source.'
When the source available to the Distributor is not a DCA Approved Organisation then
the Certifying Person before acceptance must exercise extreme caution.
The Certifying Person must be satisfied that ensure that the original OEM paperwork and
certifications are fully available for the said part.
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56 - JAR-OPS 1 SUBPART M: MAINTANENCE
Introduction
JAR-OPS 1 Subpart M spells out maintenance requirements of an AOC holder under

JAA rules. An operator shall not operate an aeroplane unless it is maintained and released
to service by an organisation appropriately approved/accepted in accordance with JAR-
145 except that pre-flight inspections need not necessarily be carried out by the JAR-145
organisation.
Approval of the operator’s maintenance system
An applicant for the initial issue, variation and renewal of an AOC who meets the
requirements, in conjunction with an appropriate JAR-145 approved/accepted
maintenance organisation’s exposition, is entitled to approval of the maintenance system
by the Authority
Maintenance responsibility
An operator shall ensure the airworthiness of the aeroplane and the serviceability of both
operational and emergency equipment by procedures performed in accordance with
procedures acceptable to the JAA.
Maintenance Management
An operator must be appropriately approved in accordance with JAR-145 to carry out the
requirements specified in JAR-OPS 1except when the Authority is satisfied that the
maintenance can be contracted to an appropriate JAR-145 approved/accepted
organisation.
An operator must employ a person or group of persons acceptable to the Authority to

ensure that all maintenance is carried out on time to an approved standard such that the
maintenance responsibility requirements prescribed in JAR-OPS 1are satisfied
The person, or senior person as appropriate, is the nominated postholder. The Nominated
Postholder for Maintenance is also responsible for any corrective action resulting from
the quality monitoring of a Quality System prescribed under JAR-OPS 1. Suitable office
accommodation at appropriate locations for the personnel must be provided.
Quality System
For maintenance purposes, the operator,s quality system, as required must additionally
include at least the following functions:
(1) Monitoring that the activities of AOC holder are being performed in accordance
with the accepted procedures;
186
(2) Monitoring that all contracted maintenance is carried out in accordance with the
contract; and
(3) Monitoring the continued compliance with the requirements of JAR-OPS 1
Where the operator is approved in accordance with JAR-145, the quality system may be
combined with that required by JAR-145.
Operator’s Maintenance Management Exposition
An operator must provide an operator’s Maintenance Management exposition containing

details of the organisation structure including:
(1) The nominated postholder responsible for the maintenance system required by
JAR-OPS 1 and the person, or group of persons
(2) The procedures that must be followed to satisfy the maintenance responsibility of
JAR- OPS 1 and the quality functions of JAR-OPS 1, except that where the
operator is appropriately approved as a maintenance organisation in accordance
with JAR-145, such details may be included in the JAR-145 exposition.
An operator’s maintenance management exposition and any subsequent amendment must

be approved by the Authority.
Operator’s Aeroplane Maintenance Programme
An operator must ensure that the aeroplane is maintained in accordance with the
operator’s aeroplane maintenance programme. The programme must contain details,
including frequency, of all maintenance required to be carried out. The programme will
be required to include a reliability programme when the Authority determines that such a
reliability programme is necessary.
An operator’s aeroplane maintenance programme and any subsequent amendment must

be approved by the Authority.
Operator’s Aeroplane Technical Log
An operator must use an aeroplane technical log system containing the following
information for each aeroplane:
(1) Information about each flight necessary to ensure continued flight safety;
(2) The current aeroplane certificate of release to service;
(3) The current maintenance statement giving the aeroplane maintenance status of
what scheduled and out of phase maintenance is next due except that the
Authority may agree to the maintenance statement being kept elsewhere;
(4) All outstanding deferred defects that affect the operation of the aeroplane; and
187
(5) Any necessary guidance instructions on maintenance support arrangements.
The Authority must approve the aeroplane technical log system and any subsequent
amendment.
Maintenance Records
An operator shall ensure that the aeroplane technical log is retained for 24 months after
the date of the last entry.
All detailed maintenance records in respect of the aeroplane and any aeroplane
component fitted thereto 24 months after the aeroplane or aeroplane component was
released to service;
The total time and flight cycles as appropriate, of the aeroplane and all life-limited
aeroplane components 12 months after the aeroplane have been permanently withdrawn
from service;
The time and flight cycles as appropriate, since last overhaul of the aeroplane or
aeroplane component subjected to an overhaul life Until the aeroplane or aeroplane
component overhaul has been superseded by another overhaul of equivalent work scope
and detail;
The current aeroplane inspection status such that compliance with the approved
operator’s aeroplane maintenance programme can be established Until the aeroplane or
aeroplane component inspection has been superseded by another inspection, of equivalent
work scope and detail;
The current status of airworthiness directives applicable to the aeroplane and aeroplane
components 12 months after the aeroplane has been permanently withdrawn from
service; and
Details of current modifications and repairs to the aeroplane, engine(s), propeller(s) and
any other aeroplane component vital to flight safety 12 months after the aeroplane has
been permanently withdrawn from service.
An operator shall ensure that when an aeroplane is permanently transferred from one
operator to another operator the records specified above and the time periods prescribed
will continue to apply to the new operator.
Occurrence reporting
The organisation shall report to the competent authority any condition of the aircraft or
component identified by the organisation that has resulted or may result in an unsafe
condition that could seriously hazard the aircraft or persons. Such reports shall follow
Mandatory Occurrence Procedures as agreed by the Authority.
188
Continuous Validity of Certificate
Will remain valid as long as AOC conditions is adhered to.
189
Chapter 12
Other Relevant JARs
57- JAR-66 APPROVED CERTIFYING PERSONNEL
Introduction
JAR-145 requires appropriately authorised certifying staff to issue a certificate of release

to service on behalf of the JAR-145 approved maintenance Organisation when satisfied
that all required maintenance has been completed. JAR-66 prescribes the requirements
for the qualification of those personnel authorised by a JAR-145 approved maintenance
Organisation to issue certificates of release to service. Currently, the Malaysian DCA
does not use JAR-66.
Categories of Licenses
Certifications are made in accordance with the procedures of the JAR-145 approved
maintenance Organisation and within the scope of the authorisation.
Certifying staff qualified in accordance with JAR-66, and holding a valid aircraft
maintenance licence with where applicable the appropriate type ratings, will be eligible to
hold a JAR-145 certification authorisation in one or more of the following categories:
Category A: Line maintenance certifying mechanic ;
Category B1: Line maintenance certifying technician – mechanical
Category B2: Line maintenance certifying technician – avionics
Category C: Base maintenance certifying engineer
Categories A and B1 are subdivided into subcategories relative to combinations of

aeroplanes, helicopters, turbine and piston engines. The subcategories are:
- A1 and B1.1 Aeroplanes Turbine
- A2 and B1.2 Aeroplanes Piston
- A3 and B1.3 Helicopters Turbine
- A4 and B1.4 Helicopters Piston
Privileges of Licences
The aircraft maintenance licence alone does not permit the holder to issue certificates of
release to service in respect of aircraft used for commercial air transport. To issue a
certificate of release to service for such aircraft, the aircraft maintenance licence holder
must in addition hold a JAR-145 certification authorisation issued by the JAR-145
approved maintenance Organisation.
190
A category A aircraft maintenance licence permits the holder to issue certificates of
release to service following minor scheduled line maintenance and simple defect
rectification within the limits of tasks specifically endorsed on the authorisation. The
certification privileges shall be restricted to work that the licence holder has personally
performed.
A category B1 aircraft maintenance licence shall permit the holder to issue certificates of
release to service following maintenance, including aircraft structure, powerplant and
mechanical and electrical systems. Replacement of avionic line units, requiring simple
tests to prove their serviceability, shall also be included in the privileges. Category B1
shall automatically include the appropriate A subcategory.
A category B2 aircraft maintenance licence shall permit the holder to issue certificates of
release to service following maintenance on avionic and electrical systems.
A category C aircraft maintenance licence shall permit the holder to issue certificates of
release to service following base maintenance on aeroplanes with a maximum take off
mass above 5700kg or helicopters of a maximum take off mass above 3175 kg. The
privileges apply to the aircraft in its entirety.
The holder of an aircraft maintenance licence may not exercise certification privileges
unless :
i) in compliance with the applicable requirements of JAR-145 or JAR-OPS 1

Subpart M
ii) in the preceding two-year period he/she has, either had six months of maintenance
experience in accordance with the privileges granted by the aircraft maintenance
licence or, met the provision for the issue of the appropriate privileges.
iii) he/she is able to read, write and communicate to an understandable level in the
language(s) in which the technical documentation and procedures necessary to
support the issue of the certificate of release to service are written.
Type/task training and ratings
Category A
The holder of a category A aircraft maintenance licence may only exercise certification
privileges on a specific aircraft type following the satisfactory completion of the relevant
category A aircraft task training carried out by an appropriately approved JAR-145 or
JAR-147 organisation.
The training shall include practical hands on training and theoretical training as
appropriate for each task authorised. Satisfactory completion of training shall be
191
demonstrated by an examination and/or by workplace assessment carried out by an
appropriately approved JAR-145 or JAR-147 organisation.
The training shall include practical hands on training and theoretical training as
appropriate for each task authorised. Satisfactory completion of training muste be
demonstrated by an examination and/or by workplace assessment carried out by an
appropriately approved JAR-145 or JAR-147 organisation.
Category B and C
Holder of a category B1, B2 or C aircraft maintenance licence shall only exercise

certification privileges on a specific aircraft type when the aircraft maintenance licence is
endorsed with the appropriate aircraft type rating.
Ratings shall be granted following satisfactory completion of the relevant category B1,
B2 or C aircraft type training approved by the competent authority or conducted by an
appropriately approved JAR-147 maintenance training organisation.
Completion of approved aircraft type training shall be demonstrated by an examination.

For Category B, it will cover both written and practical whilst for Category C, only
written.
The holder of a category B1, B2 or C aircraft maintenance licence may also exercise
certification privileges on a specific aeroplane type with a maximum take off mass of
5700 kg or less and helicopters with a maximum take off mass of 3175 kg or less, when
the aircraft maintenance licence is endorsed with the appropriate group ratings, or
manufacturer group ratings, unless the Agency has determined that the complexity of the
aircraft in question requires a type rating.
Validity of the aircraft maintenance licence
The aircraft maintenance licence becomes invalid five years after its last issue or
amendment, unless the holder submits his/her aircraft maintenance licence to the
competent authority that issued it, in order to verify that the information contained in the
licence is the same as that contained in the competent authority records. Any certification
privileges based upon a aircraft maintenance licence becomes invalid as soon as the
aircraft maintenance licence is invalid.
The aircraft maintenance licence is only valid when issued and/or amended by the
competent authority and when the holder has signed the document.
192
Basic Training/Experience Requirement
The knowledge requirement and training curricula is detailed in JAR-66. An applicant for
an aircraft maintenance licence shall have acquired for :
Category A, and subcategories B1.2 and B1.4 :
(i) three years of practical maintenance experience on operating aircraft , if the

applicant has no previous relevant technical training; or
(ii) two years of practical maintenance experience on operating aircraft and

completion of training considered relevant by the competent authority as a skilled
worker, in a technical trade; or
(iii) one year of practical maintenance experience on operating aircraft and

completion of an approved basic training course, pursuant to Part-147.
Subcategories B1.1 and B1.3 or B2 :

(i) five years of practical maintenance experience on operating aircraft if the
applicant has no previous relevant technical training; or
(ii) three years of practical maintenance experience on operating aircraft and

completion of training considered relevant by the competent authority as a skilled
worker, in a non-aviation technical trade; or
(iii) two years of practical maintenance experience on operating aircraft and

completion of an Part-147 approved basic training course.
Category C :
(i) three years of experience exercising category B1.1, B1.3 or B2 privileges or as
Part-145 base maintenance support staff, or, a combination of both; or
(ii) five years of experience exercising category B1.2 or B1.4 privileges or as Part-
145 base maintenance support staff, or a combination of both; or
(iii) for an applicant holding an academic degree in a technical discipline, from a

university or other higher educational institution recognised by the competent
authority, three years of experience working in a civil aircraft
For all applicants, at least one year of the required experience must be recent
maintenance experience on aircraft of the category/subcategory for which the initial
aircraft maintenance licence is sought. For subsequent category/subcategory additions to
an existing aircraft maintenance licence, the additional recent maintenance experience
required may be less than one year, but must be at least three months.
193
58- JAR-147 REQUIREMENTS FOR MAINTANENCE TRAINING
Introduction
JAR-147 prescribes the requirements to be met by Organisations seeking approval to

conduct approved training / responsibility examination of certifying staff as specified in
JAR-66. Approved basic training is required by JAR-66 to qualify for the maximum
reduction in total maintenance experience specified in JAR-66. An Organisation may not
be approved to conduct only examinations.
Organisational requirements
These are summed as below :
i) fully weather protected facilities for training and examination

ii) comfortable environment for both students and instructors
iii) for basic training course, basic training workshops and/or maintenance
facilities separate from training classrooms or any other agreed and approved
arrangements
iv) for aircraft type/task training course access, shall be provided to appropriate
facilities containing examples of aircraft type
v) Secure storage facilities shall be provided for examination papers and training
records.
vi) A library shall be provided containing all technical material appropriate to the
scope and level of training undertaken.
Personnel requirements
These are summed as below:
i) an accountable manager who has corporate authority for ensuring that all
training commitments can be financed and carried out to the standard required
ii) A person or group of persons, directly reporting to the accountable manager,
whose responsibilities include ensuring that the maintenance training
organisation is in compliance the requirements. The senior person or one
person from the group of persons may also be the accountable manager
iii) sufficient staff to plan/perform knowledge and OJT instructions, conduct
theory and practical assessments in accordance with the approval.
iv) when another organisation is used to provide OJT and assessments, such other
organisation’s staff may be nominated to carry out OJT training and
assessments.
v) The experience and qualifications of instructors, knowledge examiners and
practical assessors shall be established as an officially recognised standard.
The knowledge examiners and practical assessors shall be specified in the
organization exposition for the acceptance of such staff.
194
vi) Instructors and knowledge examiners shall undergo updating training at least
every twenty-four months relevant to current technology, practical skills,
human factors and the latest training techniques appropriate to the knowledge
being trained or examined.
vii) Records for all teaching, examination and OJT staff shall be kept and updated
as required. Terms of reference shall be drawn up for all instructors,
knowledge examiners and practical assessors.
Instructional equipment
i) Each classroom shall have appropriate presentation equipment

ii) The basic training workshops and/or maintenance facilities must have all tools
and equipment necessary
iii) The basic training workshops and/or maintenance facilities must have an
appropriate selection of aircraft, engines, aircraft parts and avionic equipment.
iv) The aircraft type training organization must have access to the appropriate
aircraft type. Additional training devices such as CBT and simulators may be
used, if it is agreed upon and approved.
Maintenance training material
Shall be provided to the student and cover as applicable:
(1) the basic knowledge syllabus specified in JAR-66 for the relevant aircraft
maintenance licence category or subcategory and,
(2) the type course content required by JAR-66 for the relevant aircraft type and
aircraft
(3) Students shall have access to examples of maintenance documentation and
technical information of the library
Records
The organisation shall keep all student training, examination and assessment records for
at least five years following completion of the particular student’s course.
Training procedures and quality system
The organisation shall establish procedures acceptable to competent authority to ensure

proper training standards and compliance with all relevant requirements
The organisation shall establish a quality system including:
(1) an independent audit function to monitor training standards, the integrity of

knowledge examinations and practical assessments, compliance with and
adequacy of the procedures, and
195
(2) a feedback system of audit findings to the person(s) and ultimately to the
accountable manager to ensure, corrective action.
Examinations
The examination staff shall ensure the security of all questions.
Any misdemeanor on the part of students or examiner of their conduct during

examination shall be dealt with procedures agreed upon with the Authorities.
Training organisation exposition
The organisation shall provide an exposition for use by the organisation describing the
organisation and its procedures and containing the following information:
i) a statement signed by the accountable manager of commitment to comply

with the agreed requirements of JAR-147 for the training organization.
ii) the title(s) and name(s) of the nominated person(s) the duties and
responsibilities of the of nominated person(s) including matters on which they
may deal directly with the competent authority on behalf of the maintenance
training organisation.
iii) a maintenance training organisation chart showing associated chains of
responsibility
iv) a list of the training instructors, knowledge examiners and practical assessors.
v) a general description of the training and examination facilities
vi) a list of the maintenance training courses which form the extent of the
approval.
vii) exposition amendment procedure.
viii) training organisation’s operating procedures at home facilities as well as at
other locations.
ix) a list of organisations, which have the organization have agreements in
support of compliance
x) any subsequent amendments to the exposition shall be approved by the
competent authority.
Privileges of the maintenance training organization
The maintenance training organisation may carry out the following as permitted by and in
accordance with the maintenance training organisation exposition:
(1) basic training courses to the JAR-66 syllabus, or part thereof.

(2) aircraft type / task training courses in accordance with JAR-66.
(3) the conduct of examinations on behalf of the competent authority, including the
examination of students who did not attend the basic or aircraft type training
course at the maintenance training organisation.
196
(4) the issue of certificates following successful completion of the approved basic or
aircraft type training courses and examinations as required
Training, knowledge examinations and practical assessments may only be carried out at
the locations identified in the approval certificate and/or at any location specified in the
maintenance training organisation exposition.
For other locations, it should be in accordance with a control procedure specified in the
maintenance training organisation exposition. Such locations need not be listed in the
maintenance training organisation exposition.
Changes to the maintenance training organization
Any proposed changes to the organisation that affect the approval, must be notified,
before any such change takes place, in order to enable the competent authority to
determine ontinued compliance with JAR-147 and to amend if necessary the maintenance
training organisation approval certificate.
Failure to inform the competent authority of such changes may result in suspension or
revocation of the maintenance training organisation approval certificate backdated to the
actual date of the changes.
Continued validity of approval
An approval shall be issued for an unlimited duration as long as
a) the organisation remaining in compliance with JAR-147 especially with regards

with internal or Authority audit findings;
b) the competent authority being granted access to the organisation
c) the certificate not being surrendered.
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Appendix
APPENDIX
Contracting States
Below is listed all the currently (2003) available 188 contracting states, in English,
French, Spanish and Russian. Also given is their ISO country code
Afghanistan Afghanistan Afganistán Афганистан AF

Albania Albanie Albania Албания AL
Algeria Algérie Argelia Алжир DZ
Andorra Andorre Andorra Андорра AD
Angola Angola Angola Ангола AO
Antigua and Antigua-et-
Antigua y Barbuda Антигуа и Барбуда AG
Barbuda Barbuda
Argentina Argentine Argentina Аргентина AR
Armenia Arménie Armenia Армения AM
Australia Australie Australia Австралия AU
Austria Autriche Austria Австрия AT
Azerbaijan Azerbaïdjan Azerbaiyán Азербайджан AZ
Bahamas Bahamas Bahamas Багамские Острова BS
Bahrain Bahreïn Bahrein Бахрейн BH
Bangladesh Bangladesh Bangladesh Бангладеш BD
Barbados Barbade Barbados Барбадос BB
Belarus Bélarus Belarús Беларусь BY
Belgium Belgique Bélgica Бельгия BE
Belize Belize Belice Белиз BZ
Benin Bénin Benin Бенин BJ
Bhutan Bhoutan Bhután Бутан BT
Bolivia Bolivie Bolivia Боливия BO
Bosnia and Bosnie- Bosnia y
Босния и Герцеговина BA
Herzegovina Herzégovine Herzegovina
Botswana Botswana Botswana Ботсвана BW
Brazil Brésil Brasil Бразилия BR
Brunei Darussalam Brunéi Darussalam Brunei Darussalam Бруней-Даруссалам BN
Bulgaria Bulgarie Bulgaria Болгария BG
Burkina Faso Burkina Faso Burkina Faso Буркина-Фасо BF
Burundi Burundi Burundi Бурунди BI
Cambodia Cambodge Camboya Камбоджа KH
Cameroon Cameroun Camerún Камерун CM
Canada Canada Canadá Канада CA
Cape Verde Cap-Vert Cabo Verde Кабо-Верде CV
198
Central African République República Центральноафриканская
CF
Republic centrafricaine Centroafricana Республика
Chad Tchad Chad Чад TD
Chile Chili Chile Чили CL
China Chine China Китай CN
Colombia Colombie Colombia Колумбия CO
Comoros Comores Comoras Коморские Острова KM
Congo Congo Congo Конго CG
Cook Islands Iles Cook Islas Cook Острова Кука CK
Costa Rica Costa Rica Costa Rica Коста-Рика CR
Croatia Croatie Croacia Хорватия HR
Cuba Cuba Cuba Куба CU
Cyprus Chypre Chipre Кипр CY
Czech Republic République tchèque República Checa Чешская Республика CZ
Côte d'Ivoire Côte d'Ivoire Côte d'Ivoire Кот-д’Ивуар CI
République
Democratic República Popular Корейская Народно-
populaire
People's Republic of Democrática de Демократическая KP
démocratique de
Korea Corea Республика
Corée
Democratic République República
Демократическая
Republic of the démocratique du Democrática del CD
Республика Конго
Congo Congo Congo
Denmark Danemark Dinamarca Дания DK
Djibouti Djibouti Djibouti Джибути DJ
Dominican République República
Доминиканская Республика DO
Republic dominicaine Dominicana
Ecuador Equateur Ecuador Эквадор EC
Egypt Egypte Egipto Египет EG
El Salvador El Salvador El Salvador Сальвадор SV
Equatorial Guinea Guinée équatoriale Guinea Ecuatorial Экваториальная Гвинея GQ
Eritrea Erythrée Eritrea Эритрея ER
Estonia Estonie Estonia Эстония EE
Ethiopia Ethiopie Etiopía Эфиопия ET
Fiji Fidji Fiji Фиджи FJ
Finland Finlande Finlandia Финляндия FI
France France Francia Франция FR
Gabon Gabon Gabón Габон GA
Gambia Gambie Gambia Гамбия GM
Georgia Géorgie Georgia Грузия GE
Germany Allemagne Alemania Германия DE
Ghana Ghana Ghana Гана GH
Greece Grèce Grecia Греция GR
199
Grenada Grenade Granada Гренада GD
Guatemala Guatemala Guatemala Гватемала GT
Guinea-Bissau Guinée-Bissau Guinea-Bissau Гвинея-Бисау GW
Guinea Guinée Guinea Гвинея GN
Guyana Guyana Guyana Гайана GY
Haiti Haïti Haití Гаити HT
Honduras Honduras Honduras Гондурас HN
Hungary Hongrie Hungría Венгрия HU
Iceland Islande Islandia Исландия IS
India Inde India Индия IN
Indonesia Indonésie Indonesia Индонезия ID
Iran (Islamic Iran (République Irán (República Иран (Исламская
IR
Republic of) islamique d') Islámica del) Республика)
Iraq Iraq Iraq Ирак IQ
Ireland Irlande Irlanda Ирландия IE
Israel Israël Israel Израиль IL
Italy Italie Italia Италия IT
Jamaica Jamaïque Jamaica Ямайка JM
Japan Japon Japón Япония JP
Jordan Jordanie Jordania Иордания JO
Kazakhstan Kazakhstan Kazajstán Казахстан KZ
Kenya Kenya Kenya Кения KE
Kiribati Kiribati Kiribati Кирибати KI
Kuwait Koweït Kuwait Кувейт KW
Kyrgyzstan Kirghizistan Kirguistán Кыргызстан KG
Lao People's République República Лаосская Народно-
Democratic démocratique Democrática Демократическая LA
Republic populaire lao Popular Lao Республика
Latvia Lettonie Letonia Латвия LV
Lebanon Liban Líbano Ливан LB
Lesotho Lesotho Lesotho Лесото LS
Liberia Libéria Liberia Либерия LR
Libyan Arab Jamahiriya arabe Jamahiriya Árabe Ливийская Арабская
LY
Jamahiriya libyenne Libia Джамахирия
Lithuania Lituanie Lituania Литва LT
Luxembourg Luxembourg Luxemburgo Люксембург LU
Madagascar Madagascar Madagascar Мадагаскар MG
Malawi Malawi Malawi Малави MW
Malaysia Malaisie Malasia Малайзия MY
Maldives Maldives Maldivas Мальдивы MV
Mali Mali Malí Мали ML
200
Malta Malte Malta Мальта MT
Marshall Islands Iles Marshall Islas Marshall Маршалловы Острова MH
Mauritania Mauritanie Mauritania Мавритания MR
Mauritius Maurice Mauricio Маврикий MU
Mexico Mexique México Мексика MX
Micronesia Micronesia
Micronésie (États Микронезия (Федеративные
(Federated States (Estados Federados FM
fédérés de) Штаты)
of) de)
Monaco Monaco Mónaco Монако MC
Mongolia Mongolie Mongolia Монголия MN
Morocco Maroc Marruecos Марокко MA
Mozambique Mozambique Mozambique Мозамбик MZ
Myanmar Myanmar Myanmar Мьянма MM
Namibia Namibie Namibia Намибия NA
Nauru Nauru Nauru Науру NR
Nepal Népal Nepal Непал NP
Netherlands Pays-Bas Países Bajos Нидерланды NL
New Zealand Nouvelle-Zélande Nueva Zelandia Новая Зеландия NZ
Nicaragua Nicaragua Nicaragua Никарагуа NI
Nigeria Nigéria Nigeria Нигерия NG
Niger Niger Níger Нигер NE
Norway Norvège Noruega Норвегия NO
Oman Oman Omán Оман OM
Pakistan Pakistan Pakistán Пакистан PK
Palau Palaos Palau Палау PW
Panama Panama Panamá Панама PA
Papouasie- Papua Nueva
Papua New Guinea Папуа-Новая Гвинея PG
Nouvelle-Guinée Guinea
Paraguay Paraguay Paraguay Парагвай PY
Peru Pérou Perú Перу PE
Philippines Philippines Filipinas Филиппины PH
Poland Pologne Polonia Польша PL
Portugal Portugal Portugal Португалия PT
Qatar Qatar Qatar Катар QA
République de
Republic of Korea República de Corea Республика Корея KR
Corée
Republic of République de República de
Республика Молдова MD
Moldova Moldova Moldova
Romania Roumanie Rumania Румыния RO
Fédération de Federación de
Russian Federation Российская Федерация RU
Russie Rusia
Rwanda Rwanda Rwanda Руанда RW
201
Saint Kitts and Saint-Kitts-et-
Saint Kitts y Nevis Сент-Китс и Невис KN
Nevis Nevis
Saint Lucia Sainte-Lucie Santa Lucía Сент-Люсия LC
Saint Vincent and Saint-Vincent-et- San Vicente y las
Сент-Винсент и Гренадины VC
the Grenadines les Grenadines Granadinas
Samoa Samoa Samoa Самоа WS
San Marino Saint-Marin San Marino Сан-Марино SM
Sao Tome and Sao Tomé-et- Santo Tomé y
Сан-Томе и Принсипи ST
Principe Principe Príncipe
Saudi Arabia Arabie saoudite Arabia Saudita Саудовская Аравия SA
Senegal Sénégal Senegal Сенегал SN
Serbia and Serbie-et- Serbia y
Сербия и Черногория YU
Montenegro Monténégro Montenegro
Seychelles Seychelles Seychelles Сейшельские Острова SC
Sierra Leone Sierra Leone Sierra Leona Сьерра-Леоне SL
Singapore Singapour Singapur Сингапур SG
Slovakia Slovaquie Eslovaquia Словакия SK
Slovenia Slovénie Eslovenia Словения SI
Solomon Islands Iles Salomon Islas Salomón Соломоновы Острова SB
Somalia Somalie Somalia Сомали SO
South Africa Afrique du Sud Sudáfrica Южная Африка ZA
Spain Espagne España Испания ES
Sri Lanka Sri Lanka Sri Lanka Шри-Ланка LK
Sudan Soudan Sudán Судан SD
Suriname Suriname Suriname Суринам SR
Swaziland Swaziland Swazilandia Свазиленд SZ
Sweden Suède Suecia Швеция SE
Switzerland Suisse Suiza Швейцария CH
Syrian Arab République arabe República Árabe Сирийская Арабская
SY
Republic syrienne Siria Республика
Tajikistan Tadjikistan Tayikistán Таджикистан TJ
Thailand Thaïlande Tailandia Таиланд TH
The Former L'ex-République La ex República
Бывшая югославская
Yugoslav Republic yougoslave de Yugoslavia de MK
Республика Македония
of Macedonia Macédoine Macedonia
Togo Togo Togo Того TG
Tonga Tonga Tonga Тонга TO
Trinidad and
Trinité-et-Tobago Trinidad y Tabago Тринидад и Тобаго TT
Tobago
Tunisia Tunisie Túnez Тунис TN
Turkey Turquie Turquía Турция TR
Turkmenistan Turkménistan Turkmenistán Туркменистан TM
202
Uganda Ouganda Uganda Уганда UG
Ukraine Ukraine Ucrania Украина UA
United Arab Emiratos Árabes Объединенные Арабские
Emirats arabes unis AE
Emirates Unidos Эмираты
United Kingdom Royaume-Uni Reino Unido Соединенное Королевство GB
United Republic of République-Unie República Unida de Объединенная Республика
TZ
Tanzania de Tanzanie Tanzanía Танзания
Соединенные Штаты
United States Etats-Unis Estados Unidos US
Америки
Uruguay Uruguay Uruguay Уругвай UY
Uzbekistan Ouzbékistan Uzbekistán Узбекистан UZ
Vanuatu Vanuatu Vanuatu Вануату VU
Venezuela Venezuela Venezuela Венесуэла VE
Viet Nam Viet Nam Viet Nam Вьетнам VN
Yemen Yémen Yemen Йемен YE
Zambia Zambie Zambia Замбия ZM
Zimbabwe Zimbabwe
International Civil Aircraft Nationality Markings
This is the complete listing of all the world’s civil aircraft nationality markings as per
ICAO
Afghanistan YA
Algeria 7T
Angola D2
Argentina LQ
Argentina LV
Armenia EK
Aruba P4
Australia VH
Austria OE
Azerbaijan 4K
Bahamas C6
Bahrain A9C
Bangladesh S2
Barbados 8P
Belarus EW
Belgium OO
203
Benin TY
Bhutan A5
Bolivia CP
Bosnia/Herzegovina T9
Botswana A-2
Brazil PP
Brazil PT
Bulgaria LZ
Burkina Faso XT
Burundi 9U
Cameroon TJ
Canada C
Canada CF
Cape Verde D4
Central African Republic TL
Chad TT
Chile CC
China B
Coatia 9A
Columbia HK
Congo TN
Costa Rica TI
Côte d'Ivoire TU
Cuba CU
Cyprus 5B
Czech Republic OK
Dem. Kampuchea XU
Denmark OY
Djibouti J2
Dominican Republic HI
Dominican Republic J7
Ecuador HC
Egypt SU
El Salvador YS
Equatorial Guinea 3C
Estonia ES
204
Ethiopia ET
Fiji DQ
Finland OH
France F
Gabon TR
Gambia C5
Georgia 4L
Germany D
Greece SX
Grenada J3
Grenadines J8
Guatemala TG
Guinea Bissau 3X
Guinea Bissau J5
Guyana 8R
Haiti HH
Honduras HR
Hungary HA
Iceland TF
India VT
Indonesia PK
Iran EP
Iraq YI
Ireland EI
Ireland EJ
Israel 4X
Italy I
Jamaica 6Y
Japan JA
Jordan JY
Kenya 5Y
Kuwait 9K
Kyrgyzstan EX
Lao RDPL
Latvia YL
Lebanon OD
205
Lesotho 7P
Liberia EL
Libya 5A
Liechtenstein (plus national emblem) HB
Lithuania LY
Luxembourg LX
Madagascar 5R
Malawi 7QY
Malaysia 9M
Maldives 8Q
Mali TZ
Malta 9G
Mauritania 5T
Mauritius 3B
Mexico XA
Mexico XB
Mexico XC
Monaco 3A
Morocco CN
Mozambique C9
Myanmar XY
Myanmar XZ
Nauru C2
Nepal 9N
Netherlands PH
Netherlands Antilles PI
New Zealand ZK
New Zealand ZL
New Zealand ZM
Niger 5U
Nigeria 5N
North Korea P
Norway LN
Oman A40
Pakistan AP
Panama HP
206
Papua New Guinea P2
Paraguay ZP
Peru OB
Philippines RP
Poland SP
Portugal CR
Portugal CS
Principe & San Tome S9
Qatar A7
Republic of Korea HL
Republic of Moldova ER
Romania YR
Russian Federation RA
Rwanda 9XE
San Tome & Principe S9
Saudi Arabia HZ
Senegal 6V
Senegal 6W
Seychelles S7
Sierra Leone 9L
Singapore 9V
Slovenia S5
Solomon Islands H4
Somalia 60
South Africa ZS
South Africa ZT
South Africa ZU
Spain EC
Sri Lanka 4R
St. Lucia J6
St. Vincent J8
Sudan ST
Surinam PZ
Swaziland 3D
Sweden SE
Switzerland (plus national emblem) HB
207
Syrian Arab Republic YK
Tajikistan EY
Tanzania 5H
Thailand HS
Tobago & Trinidad 9Y
Togo 5V
Tonga A3
Trinidad & Tobago 9Y
Tunisia TS
Turkey TC
Turkmenistan EZ
Uganda 5X
United Arab Emirates A6
United Kingdom G
United Kingdom Colonies & Protectorates VP
United Kingdom Colonies & Protectorates VQ
United Kingdom Colonies & Protectorates VR
United States of America N
Uruguay CX
Venezuela YV
Vietnam XV
Western Samoa 5W
Yemen 70
Zaire 9Q
Zambia 9J
Zimbabwe Z
IATA World Airport Codes
Here is the listing of some of the IATA global airport 3-alphabet codelisting,
alphabetically sorted
• AAE Annaba, Algeria

• AAL Alborg, Denmark
• AAR Aarhus, Denmark
• ABD Abadan, Iran
208
• ABE Allentown, Pennsylvania, United States near
Bethlehem, Pennsylvania
• ABI Abilene, Texas, United States
• ABJ Port Bouet Airport, Abidjan, Côte d'Ivoire
• ABM Bamaga, Australia
• ABQ Albuquerque International Sunport, Albuquerque,
New Mexico, United States
• ABR Aberdeen, South Dakota, United States
• ABS Abu Simbel, Egypt
• ABX Albury, Australia
• ABY Albany, Georgia, United States
• ABZ Aberdeen, United Kingdom
• ACA Alvarez International Airport, Acapulco, Mexico
• ACC Kotoka International Airport, Accra, Ghana
• ACE Arrecife, Spain, near Lanzarote
• ACY Atlantic City International Airport, Atlantic City, New
Jersey, United States
• ADA Adana, Turkey
• ADD Bole International Airport, Addis Ababa, Ethiopia
• ADE Aden, Yemen
• ADL Adelaide International Airport, West Beach, Australia,
near Adelaide
• ADX Aktyubinsk, Kazakhastan
• ADY Alldays, South Africa
• AER Adler and Sochi, Russia
• AES Ålesund Airport Vigra, Norway
• AEX Alexandria, Louisiana, United States
• AGA Agadir, Morocco
• AGB Augsburg, Germany
• AGS Augusta Regional Airport, Augusta, Georgia, United
States
• AGU Aguascalientes, Mexico
• AGZ Aggneys, South Africa
• AHN Athens, Georgia, United States
• AHO Alghero Sassari, Italy
• AHU Al Hoceima, Morocco
• AJA Ajaccio, France
• AJN Anjouan, Comoros
• AJU Aracaju, Brazil
• AJY Agades, Niger
• AKL Auckland International Airport, Mangere, New
Zealand, nearAuckland
• ALB Albany International Airport, Albany, New York,
United States
• ALC Alicante, Spain
• ALG Algiers, Algeria
209
• ALH Albany, Australia
• ALJ Alexander Bay, South Africa
• ALV Andorra La Vella, Andorra
• ALY Alexandria, Egypt
• AMA Amarillo International Airport, Amarillo, Texas,
United States
• AMD Ahmedabad International Airport, Ahmedabad, India
• AMM Queen Alia Airport, Amman, Jordan
• AMS Schiphol Airport, Haarlemmermeer, Netherlands, near
Amsterdam
• ANB Anniston, Alabama, United States
• ANC Ted Stevens Anchorage International Airport,
Anchorage, Alaska, United States
• ANK Ankara, Turkey
• ANR Antwerp, Belgium
• ANU V. C. Bird International Airport, Antigua, Antigua and
Barbuda
• AOH Lima Allen County Airport, Lima, Ohio
• AOI Ancona, Italy
• AOJ Aomori, Japan
• AOO Altoona, Pennsylvania, United States
• APF Naples Municipal Airport, Naples, Florida, United
States
• APN Alpena County Regional Airport, Alpena, Michigan,
United States
• APW Apia, Western Samoa
• AQJ Aqaba, Jordan
• ARB Ann Arbor, Michigan, United States
• ARN Arlanda Airport, Stockholm, Sweden
• ASE Aspen-Pitkin County Airport, Aspen, Colorado, United
States
• ASJ Amami, Japan
• ASK Yamoussoukro, Côte d'Ivoire
• ASP Alice Springs, Australia
• ATH Eleftherios Venizelos Airport, Athens, Greece
• ATL William B. Hartsfield International Airport, Atlanta,
Georgia, United States
• ATQ Amritsar, India
• ATW Appleton, Wisconsin, United States, near Neenah,
Wisconsin, and Menasha, Wisconsin
• AUA Queen Beatrix International Airport, near Orenjasted,
Aruba
• AUG Augusta Airport, Augusta, Maine, United States
• AUH Abu Dhabi, United Arab Emirates
• AUR Aurillac, France
210
• AUS Bergstrom International Airport, Austin, Texas, United
States
• AVL Asheville Regional Airport, Fletcher, North Carolina,
United States, near Asheville, North Carolina
• AXA Anguilla
• AXS Armenia, Colombia
• AXT Akita, Japan
• AYQ Ayers Rock, Australia
• AYR Ayr, Australia
• AYT Antalya, Turkey
• AZO Kalamazoo-Battle Creek International Airport,
Kalamazoo, Michigan, United States
• BAH Bahrain
• BAK Baku, Azerbaijan
• BAQ Ernesto Cortissoz International Airport, Barranquila,
Colombia
• BBI Bhubaneswar, India
• BBT Berberati, Central African Republic
• BBY Bambari, Central African Republic
• BCN El Prat International Airport, El Prat de Llobregat,
Spain, near Barcelona
• BDA Bermuda International Airport, Ferry Reach, Bermuda,
near Hamilton
• BDL Bradley International Airport, Hartford, Connecticut,
United States, near Bridgeport, Connecticut, and Windsor
Locks, Connecticut
• BDQ Baronda, India
• BDS Brindsi, Italy
• BDU Bardufoss Airport, Norway
• BEG Belgrade, Serbia and Montenegro
• BEH Benton Harbour, Michigan, United States
• BEL Belem, Brazil
• BEN Benghazi, Libya
• BER All Airports, Berlin, Germany
• BES Brest, France
• BET Bethel, Alaska, United States
• BEW Beira, Mozambique
• BEY Beirut International Airport, Beirut, Lebanon
• BFD Bradford, Pennsylvania, United States, near Warren,
Pennsylvania, and Olean, New York
• BFL Meadows Field Airport, Bakersfield, California, United
States
• BFN Bloemfontein Airport, Bloemfontein, South Africa
211
• BFS Belfast International Airport, Belfast, United Kingdom
• BGF Bangui, Central African Republic
• BGI Grantley Adams International Airport, Bridgeport,
Barbados
• BGO Bergen Airport Flesland, Bergen, Norway
• BGR Bangor, Maine, United States
• BGU Bangassou, Central African Republic
• BGW All Airports, Baghdad, Iraq
• BGY Orio al Serio International Airport, Bergamo, Italy,
near Milan
• BHD Belfast City Airport, Belfast, United Kingdom
• BHE Blenheim, New Zealand
• BHM Birmingham International Airport, Birmingham,
Alabama, United States
• BHO Bhopal, India
• BHV Bahawalpur, Pakistan
• BHX Birmingham International Airport, Birmingham,
United Kingdom
• BIA Bastia, France
• BIL Billings Logan Airport, Billings, Montana, United
States
• BIO Bilbao, Spain
• BIQ Biarritz, France
• BIS Bismarck, North Dakota, United States, near Mandan,
North Dakota
• BJI Bemidji, Minnesota, United States
• BJL Banjul, Gambia
• BJS All Airports, Beijing, China
• BJX Leon, Mexico
• BJZ Badajoz, Spain
• BKK Don Muang Airport, Bangkok, Thailand
• BKW Beckley, West Virginia, United States
• BKO Senou International Airport, Bamako, Mali
• BLA Barcelona, Venezuela
• BLF Bluefield, West Virginia, United States
• BLI Bellingham International Airport, Bellingham,
Washington, United States
• BLL Billund, Denmark
• BLQ Gugliemo Marconi Airport, Bologna, Italy
• BLR Hindustan International Airport, Bangalore, India
• BLZ Chileka Airport, Blantyre, Malawi
• BMG Bloomington, Indiana, United States
• BMI Bloomington, Illinois, United States, near Normal,
Illinois
• BMP Brampton Island, Australia
212
• BNA Nashville International Airport, Nashville, Tennessee,
United States
• BNE Brisbane International Airport, Brisbane, Australia
• BNK Ballina, Australia
• BNP Bannu, Pakistan
• BOB Bora Bora, French Polynesia
• BOD Bordeaux, France
• BOG El Dorado International Airport, Bogota, Colombia
• BOI Boise Air Terminal, Boise, Idaho, United States
• BOJ Burgas, Bulgaria
• BOM Chatrapati Shivaji International Airport, Mumbai,
India
• BON Flamingo International Airport, near Kralendijk,
Bonaire
• BOO Bodø Airport, Bodø, Norway
• BOS Lt. General Edward Lawrence Logan International
Airport, East Boston, Massachusetts, United States, near
Boston]
• BOW Bartow, Florida, United States
• BOY Bobo and Dioulasso, Burkina Faso
• BPT Jefferson County Airport, Beaumont, Texas, United
States, near Port Arthur, Texas
• BQH unnamed? Biggin Hill, United Kingdom
• BQK Brunswick, Georgia, United States, near Glyncouster,
Georgia
• BQN Rafael Hernandez Airport, Aguadilla, Puerto Rico,
United States
• BRD Brainerd, Minnesota, United States
• BRI Bari, Italy
• BRN Belp Airport, Bern, Switzerland
• BRS Bristol, United Kingdom
• BRU Brussels International Airport, Brussels, Belgium
• BSB Brasilia, Brazil
• BSL Basel-Mulhouse International Airport, Basel,
Switzerland and Mulhouse, France
• BTR Baton Rouge, Louisiana, United States
• BTS Bratislavia, Slovakia
• BTU Bintulu, Malaysia
• BTV Burlington, Vermont, United States
• BUD Ferighey Airport, Budapest, Hungary
• BUE All Airports, Buenos Aires, Argentina
• BUF Buffalo Niagara International Airport, Buffalo, New
York, United States
• BUG Bengueka, Angola
• BUH All Airports, Bucharest, Romania
213
• BUR Burbank-Glendale-Pasadena Airport, Burbank,
California, United States
• BVA Beauvais Airport, Tille, France
• BVB Boa Vista, Brazil
• BWI Baltimore-Washington International Airport, between
Baltimore, Maryland and Washington, DC, United States
• BWN Bandar Seri Begawan, Brunei
• BXO Bissau, Guinea Bissau
• BXS Borrego Springs, California, United States
• BYK Bouake, Côte d'Ivoire
• BYU Bayreuth, Germany
• BZE Phillip S. W. Goldson International Airport, Ladyville,
Belize, northwest of Belize City
• BZL Barisal, Bangladesh
• BZN Albert Gallatin Airport, Bozeman, Montana, United
States
• BZV Brazzaville, Congo
• CAA Chennai International Airport, Chennai, India

• CAE Columbia Metropolitian Airport, Columbia, South
Carolina, United States
• CAI Cairo International Airport, Cairo, Egypt
• CAK Akron, Ohio, near Canton, Ohio, United States
• CAN Guangzhou, China
• CAS All Airports, Casablanca, Morrocco
• CAT Cat Island, Bahamas
• CCS Maiquetia International Airport, Maiquetia, Venezuela,
near Caracas
• CDC Cedar City, Utah, United States
• CDG Charles De Gaulle International Airport, Roissy,
France, near Paris
• CDQ unnamed? Croydon, Australia
• CEI Chiang Rai International Airport, Chiang Rai, Thailand
• CEN Ciudad Obregon, Mexico
• CFE Clermont-Ferrand, France
• CGK Soekarno-Hatta International Airport, Jakarta,
Indonesia
• CGX Meigs Field, Chicago, Illinois, United States
• CHA Chattanooga, Tennessee, United States
• CHI All Airports, Chicago, Illinois
• CHO Charlottesville, Virginia, United States
• CHS Charleston International Airport, Charleston, South
Carolina, United States
• CID Cedar Rapids, Iowa, United States
214
• CJS Ciudad Juarez, Mexico
• CKB Clarksburg, West Virginia, United States
• CKY Conakry, Guinea
• CLE Hopkins International Airport, Cleveland, Ohio, United
States
• CLO Alfonso Bonilla Aragon International Airport, Cali,
Colombia
• CLT Charlotte Douglas International Airport, Charlotte,
North Carolina, United States
• CMH Port Columbus International Airport, Columbus,
Ohio, United States
• CMN Mohammed V International Airport, Casablanca,
Morocco, United States
• CMX Houghton County Memorial Airport, Boston
Location, Michigan, United States, near Hancock, Michigan
and Houghton, Michigan
• CNF Belo Horizonte, Brazil
• CNS Cairns Airport, Cairns, Australia
• CNX Chiang Mai International Airport, Chiang Mai,
Thailand
• COD Cody, Wyoming, United States
• COO Cotonou, Benin
• COS Colorado Springs, Colorado, United States
• CPE Campeche, Mexico
• CPH Kastrup Airport, Amager, Denmark, near Copenhagen
• CPQ Viracopos: Campinas International Airport, Brazil
• CPR Casper, Wyoming, United States
• CPT Cape Town International Airport, Cape Town, South
Africa
• CGH Congonhas Airport, Sao Paulo, Brazil
• CRW Yeager Airport, Charleston, West Virginia, United
States
• CRP Corpus Christi, Texas, United States
• CSG Columbus, Georgia, United States
• CTA Catania, Italy
• CTS Chitose International Airport, Sapporo, Japan
• CUR Hato International Airport, near Wilemstad, Curaçao
• CUN Cancun International Airport, Cancun, Mexico
• CUL Culiacan, Mexico
• CUU Chihuahua, Mexico
• CVG Cincinnati/Northern Kentucky International Aiport,
Covington, Kentucky, United States, near Cincinnati, Ohio
• CZM Cozumel, Mexico
215
D
• DAB Daytona Beach, Florida, United States

• DAC Zia International Airport, Dhaka, Bangladesh
• DAL Love Field, Dallas, Texas, United States
• DAM Damascus, Syria
• DAR Dar Es Salaam, Tanzania
• DAY James M. Cox International Airport, Dayton, Ohio,
United States
• DCA Ronald Reagan Washington National Airport,
Arlington, Virginia, United States, near Washington, DC
• DEL Indira Gandhi International Airport New Delhi, India
• DEN Denver International Airport, Denver, Colorado,
United States
• DFW Dallas-Fort Worth International Airport, between
Dallas, Texas and Fort Worth, Texas, United States
• DHN Dothan, Alabama, United States
• DKR Dakar-Yoff-Leopold Sedal Senghor International
Airport, Dakar, Senegal
• DLA Douala, Cameroon
• DME Domodedovo International Airport, Moscow, Russia
• DMM King Fahad International Airport, Dammam, Saudi
Arabia
• DOG Dongola, Sudan
• DOH Doha, Qatar
• DPS Denpasar, Indonesia
• DSM Des Moines, Iowa, United States
• DTT All Airports, Detroit, Michigan, United States
• DTW Detroit Metropolitan Wayne County Airport, near
Detroit, Michigan, United States
• DUB Dublin International Airport, Dun Laoghaire, Ireland,
near Dublin
• DUR Durban International Airport, Durban, South Africa
(Formerly Louis Botha Airport)
• DUS Düsseldorf International Airport, Düsseldorf, Germany
• DXB Dubai International Airport, Dubai, United Arab
Emirates
• EAP Basel-Mulhouse International Airport, Basel,

Switzerland and Mulhouse, France
• EDI Edinburgh International Airport, Edinburgh, United
Kingdom
• EIN Eindhoven Airport, Eindhoven, Netherlands
216
• EIS Beef Island, British Virgin Islands, near Tortola, British
Virgin Islands
• EIW County Memorial Airport, New Madrid, Missouri,
United States
• EKO Elko, Nevada, United States
• ELM Elmira-Corning Regional Airport, Elmira, New York
and Big Flats, New York, United States
• ELP El Paso International Airport, El Paso, Texas, United
States
• ELS East London Airport, East London, South Africa
• ERI Erie, Pennsylvania, United States
• ESF Alexandria, Louisiana, United States
• EUG Mahlon Sweet Airport, Eugene, Oregon, United States
• EVV Evansville, Indiana, United States
• EWR Newark Liberty International Airport, Newark, New
Jersey, United States, near New York City
• EXT Exeter, United Kingdom
• EYW Key West International Airport, Key West, Florida,
United States
• EZE Ministro Pistarini International Airport, Ezeiza,
Argentina, near Buenos Aires
• FAI Fairbanks International Airport, Fairbanks, Alaska,

United States
• FAR Hector International Airport, Fargo, North Dakota,
United States
• FAT Fresno Yosemite International Airport, Fresno,
• FAY Fayetteville, North Carolina, United States
• FCA Glacier Park International Airport, Kalispell, Montana,
United States
• FCO Leonardo Da Vinci International Airport Fiumicino,
Italy, near Rome
• FJR Fujairah, United Arab Emirates
• FLG Flagstaff, Arizona, United States
• FLL Fort Lauderdale-Hollywood International Airport, Fort
Lauderdale, Florida, United States, near Hollywood, Florida
• FLO Florence, South Carolina, United States
• FLR Amerigo Vespucci Airport, Florence, Italy
• FMY Page Field, Florida, United States
• FNT Flint, Michigan, United States
• FPO Grand Bahama International Airport, Freeport,
Bahamas
• FPR Fort Pierce, Florida, United States
217
• FRA Frankfurt International Airport, Frankfurt am Main,
Germany
• FUK Fukuoka Airport, Fukuoka, Japan
• FWA Fort Wayne International Airport, Fort Wayne,
Indiana
• FYV Fayetteville, Arkansas, United States
• GCI Guernsey, United Kingdom

• GCM Owen Roberts International Airport, near
Georgetown, Cayman Islands
• GDL Guadalajara, Mexico
• GEG Spokane International Airport, Spokane, Washington,
United States
• GEO Cheddi Jagan International Airport, Georgetown,
Guyana
• GIG Rio De Janeiro International Airport, Rio De Janeiro,
Brazil
• GJT Grand Junction, Colorado, United States
• GLA Glasgow International Airport, Glasgow, United
Kingdom
• GLH Mid-Delta Regional Airport, Greenville, Mississippi,
United States
• GND Port Salines International Airport, Grenada
• GNV Gainesville Regional Airport, Gainesville, Florida,
United States
• GOA Genoa, Italy
• GOT Gothenburg, Sweden
• GPA Araxos, Greece
• GPT Gulfport-Biloxi International Airport, Gulfport,
Mississippi, United States
• GRB Green Bay, Wisconsin, United States
• GRJ George Airport, George, South Africa
• GRR Gerald R. Ford International Airport, Grand Rapids,
Michigan, United States
• GRU Guarulhos International Airport, Sao Paulo, Brazil
• GSO Piedmont Triad International Airport, Greensboro,
North Carolina, United States, near High Point, North
Carolina and Winston-Salem, North Carolina
• GSP Greenville-Spartanburg International Airport, Greer,
South Carolina, United States, near Greenville, South
Carolina and Spartanburg, South Carolina
• GTF Great Falls, Montana, United States
• GTR Columbus, Missouri, United States
218
• GUA Guatemala City International Airport, Guatemala City,
Guatemala
• GUB Guerrero Negro, Mexico
• GUM Antonio B. Won Pat International Airport, Tamuning,
Guam, United States, near Hagåtña, Guam
• GVA Cointrin International Airport, Geneva, Switzerland
• GWY Galway Airport, Carnamore, Ireland, near Galway
• GYE Simon Bolivar International Airport, Santiago de
Guayaquil, Ecuador
• GYM Guaymas, Mexico
• HAJ Hanover, Germany

• HAM Hamburg, Germany
• HAN Hanoi, Vietnam
• HAV Jose Marti International Airport, Havana, Cuba
• HDY Hat Yai International Airport, Hat Yai, Thailand
• HEL Helsinki-Vantaa Airport, Vantaa, Finland, near
Helsinki
• HFD All Airports, Hartford, Connecticut, United States
• HHN Frankfurt-Hahn Airport, Hahn, Germany
• HKG Hong Kong International Airport, Hong Kong, China
• HKT Phuket International Airport, Phuket, Thailand
• HLN Helena, Montana, United States
• HMO Hermosillo, Mexico
• HND Tokyo International Airport, Tokyo, Japan
• HNL Honolulu International Airport, Honolulu, Hawaii,
United States
• HBA Hobart, Australia
• HOU William P. Hobby Airport, Houston, Texas, United
States
• HPN Westchester County Airport, White Plains, New York,
United States
• HRL Harlingen, Texas, United States
• HSV Huntsville International Airport, Huntsville, Alabama,
United States, near Decatur, Alabama
• HTS Tri-State Airport, Huntington, West Virginia, United
States
• IAD Washington Dulles International Airport, in Chantilly,

Virginia, United States, near Washington, DC
• IAH George Bush Intercontinental Airport Houston, Texas,
United States
219
• ICN Incheon International Airport, Incheon, South Korea,
near Seoul
• IDA Idaho Falls, Idaho, United States
• IEV All Airports, Kiev, Ukraine
• ILE Killeen, Texas, United States
• ILM Wilmington, North Carolina, United States
• IND Indianapolis International Airport, Indianapolis,
Indiana, United States
• IST Ataturk International Airport, Istanbul, Turkey
• ITM Osaka International Airport, Itami, Japan, near Osaka
• IRO Biraro, Central African Republic
• ISP Long Island MacArthur Airport, Islip, New York,
United States
• IXG Belgaum, India
• IGI New Delhi, India
• JAC Jackson Hole, Wyoming, United States

• JAN Jackson, Mississippi, United States
• JAX Jacksonville International Airport, Jacksonville,
Florida, United States
• JED King Abdulaziz International Airport, Jeddah, Saudi
Arabia
• JER Jersey, United Kingdom
• JFK John F. Kennedy International Airport , Jamaica, New
York, United States in New York City
• JNB Johannesburg International Airport, Johannesburg,
South Africa
• JNU Juneau, Alaska, United States
• JRO Kilimanjaro International Airport, Tanzania
• JRS Jerusalem International Airport, Jerusalem
• KBL Kabul International Airport, Kabul, Afghanistan

• KBP Kyiv, Ukraine
• KEF Keflavik International Airport, Keflavik, Iceland, near
Reykjavic
• KHH Kaohsiung International Airport, Kaohsiung, Taiwan
• KHI Karachi International Airport , Karachi, Pakistan
• KIJ Niigata, Japan
• KIM Kimberley Airport, Kimberley, South Africa
• KIN Norman Manley International Airport, Kingston,
Jamaica
• KIX Kansai International Airport, Osaka, Japan
220
• KOA Keahole Airport Kailua, Hawaii and Kona, Hawaii,
United States
• KOJ Kagoshima, Japan
• KPB Zhulyany International Airport, Kiev, Ukraine
• KSC Kosice, Slovakia
• KUL Kuala Lumpur International Airport, Kuala Lumpur,
Malaysia
• KWI Kuwait International Airport, Kuwait City, Kuwait
• LAN Capital City Airport, Lansing, Michigan, United States

• LAP La Paz, Mexico
• LAS McCarran International Airport, Las Vegas, Nevada,
United States
• LAX Los Angeles International Airport, Los Angeles,
• LBA Leeds/Bradford Airport, West Yorkshire, Uinted
Kingdom
• LBB Lubbock, Texas, United States
• LBI Albi, France
• LBV Libreville, Gabon
• LCY London City Airport, London, Uinted Kingdom
• LED Pulkovo International Airport, Saint Petersburg, Russia
• LEX Lexington, Kentucky, United States
• LFT Lafayette, Louisiana, United States
• LFW Lome, Togo
• LGA La Guardia Airport, Flushing, New York, United
States, in New York City
• LGB Long Beach Municipal Airport, Long Beach,
California, United States, near Los Angeles, California
• LGW London Gatwick Airport nearby London, United
Kingdom
• LHR London Heathrow Airport, London, United Kingdom
• LIA Lima, Ohio, United States
• LIG Limoges, France, United States
• LIH Lihue Airport Lihue, Hawaii, United States
• LIM Jorge Chavez International Airport, Callao, Peru, near
Lima
• LIN Linate Airport, Milan, Italy
• LIR Guanacaste Liberia, Costa Rica
• LIS Portela Airport, Lisbon, Portugal
• LIT Little Rock National Airport, Little Rock, Arkansas,
United States
• LLH Las Limas, Honduras
• LMM Los Mochis, Mexico
221
• LON All Airports, London, United Kingdom
• LOS Lagos Murtala Muhammed International Airport,
Lagos, Nigeria
• LOV Monclova, Mexico
• LPL Liverpool John Lennon Airport, Liverpool, United
Kingdom
• LRM La Romana, Dominican Republic
• LRT Lorient, France
• LST Launceston, Australia
• LTO Loreto, Mexico
• LTN London Luton Airport, Luton, United Kingdom, near
London
• LUN Lusaka, Zambia
• LWB Lewisburg, West Virginia, United States
• LYH Lynchburg, Virginia, United States
• LYS Saint-Exupéry International Airport (formerly Satolas),
Lyon, France
• MAA Chennai International Airport, Chennai, India

• MAD Barajas International Airport, Madrid, Spain
• MAF Midland-Odessa International Airport, between
Midland, Texas and Odessa, Texas, United States
• MAN Manchester International Airport, Manchester, United
Kingdom
• MBJ Sangster International Airport, Montego Bay, Jamaica
• MBS MBS International Airport, Saginaw, Michigan,
United States
• MCI Kansas City International Airport, Kansas City,
Missouri, United States
• MCN Macon, Georgia, United States
• MCO Orlando International Airport, Orlando, Florida,
United States
• MDE Jose Maria Cordova International Airport, Medellin,
Colombia
• MDT Capital City Airport, Harrisburg, Pennsylvania,
United States
• MDW Midway International Airport, Chicago, Illinois,
United States
• MEI Meridian, Mississippi, United States
• MEL Melbourne Airport, Tullamarine, Australia, near
Melbourne
• MEM Memphis International Airport, Memphis, Tennessee,
United States
222
• MEX Benito Juarez International Airport, Mexico City,
Mexico
• MFM Macau International Airport, Macau, China
• MFR Rogue Valley International-Medford Airport,
Medford, Oregon, United States
• MGA Augusto C. Sandino International Airport, Managua,
Nicaragua
• MGM Montgomery, Alabama, United States
• MHT Manchester Airport, Manchester, New Hampshire,
United States
• MIA Miami International Airport, Miami, Florida, United
States
• MID Meridia, Mexico
• MIL All Airports, Milan, Italy
• MJV San Javier-Murcia Airport, Murcia, Spain
• MKC All Airports, Kansas City, Missouri, United States
• MKE General Mitchell International Airport, Milwaukee,
Wisconsin, United States
• MLB Melbourne International Airport, Melbourne, Florida,
United States
• MLH Mulhouse, France
• MLI Quad City International Airport, Moline, Illinois,
United States
• MLU Monroe, Louisiana, United States
• MOB Mobile Regional Airport, Mobile, Alabama, United
States
• MOL Molde Airport Årø, Molde, Norway
• MOW All Airports, Moscow, Russia
• MPL Montpelier, France
• MRS Marseilles, France
• MRY Monterey, California, United States
• MSN Dane County Regional Airport, Madison, Wisconsin,
United States
• MSO Missoula, Montana, United States
• MSP Minneapolis-Saint Paul International Airport, near
Saint Paul, Minnesota and Minneapolis, Minnesota, United
States
• MSY Louis Armstrong New Orleans International Airport,
Kenner, Louisiana, United States, near New Orleans
(formerly Moisant Field)
• MTY Monterrey, Mexico
• MUC Franz Josef Strauß International Airport, Munich,
Germany
• MXL Mexicali, Mexico
• MXP Malpensa International Airport, Varese, Italy, near
Milan
223
• MYR Myrtle Beach Airport, Myrtle Beach, South Carolina,
United States
• MZT Mazatlan, Mexico
• NAN Nadi International Airport, Nadi, Fiji

• NAP Naples, Italy
• NAS Nassau, Bahamas
• NBO Jomo Kenyatta International Airport, Nairobi, Kenya
• NCE Côte d' Azur International Airport, Nice, France
• NCY Annecy, France
• NDJ N'Djamena, Chad
• NGS Nagasaki, Japan
• NGO Komaki International Airport, Nagoya, Japan
• NIM Niamey, Niger
• NKC Nouakchott, Mauritania
• NTY Pilanesburg International Airport, Pilanesburg, South
Africa
• NRT New Tokyo International Airport, Narita, Japan, near
Tokyo
• NSI Yaounde, Cameroon
• NTE Nantes, France
• NUE Nuremburg, Germany
• NYC All Airports, New York City, United States
• OAK Oakland International Airport, Oakland, California,

United States, near San Francisco
• OAX Oaxaca, Mexico
• OGG Kahului International Airport, Kahului, Hawaii,
United States
• OIT Oita, Japan
• OKC Will Rogers World Airport, Oklahoma City,
Oklahoma, United States
• OKJ Okayama, Japan
• OMA Eppley Air Field, Omaha, Nebraska, United States
• OMR Oradea International Airport, Oradea, Romania
• ONT Ontario International Airport, Ontario, California,
United States, near Los Angeles
• OPO Porto, Portugal
• ORD O' Hare International Airport, Chicago, Illinois, United
States (formerly Orchard Field)
224
• ORF Norfolk International Airport, Norfolk, Virginia,
United States, near Virginia Beach, Virginia and
Williamsburg, Virginia
• ORK Cork International Airport, Cork, Ireland
• ORM Sywell Airport, Northampton and Peterborough,
United Kingdom
• OSA All Airports, Osaka, Japan
• OSL Oslo Airport Gardermoen, Ullensaker, Norway, north
of Oslo
• OSR Ostrava, Czech Republic
• OTP Otopeni International Airport, Otopeni, Romania, near
Bucharest, Romania
• OUA Ouagadougou, Burkina Faso
• OUZ Zouerate, Mauritania
• PAP Port-au-Prince International Airport, Port-au-Prince,

Haiti
• PAR All Airports, Paris, France
• PAH Paducah, Kentucky, United States
• PBI Palm Beach International Airport, West Palm Beach,
Florida, United States, near Palm Beach, Florida
• PDS Piedras Negras, Mexico
• PDX Portland International Airport, Portland, Oregon,
United States
• PEI Matecana International Airport, Pereira, Colombia
• PEK Beijing Capital International Airport, Beijing, China
• PER Perth Airport, Perth, Australia
• PFN Panama City-Bay County International Airport,
Panama City, Florida, United States
• PHC Omagawa International Airport, Port Harcourt, Nigeria
• PHL Philadelphia International Airport, near Philadelphia,
Pennsylvania, United States
• PHX Sky Harbor International Airport, Phoenix, Arizona,
United States
• PIA Peoria, Illinois, United States
• PIE Saint Petersburg-Clearwater International Airport,
Clearwater, Florida, United States, near Saint Petersburg,
Florida
• PIH Poctatello, Idaho, United States
• PIK Glasgow Prestwick International Airport, Ayrshire,
Scotland, United Kingdom, near Glasgow
• PIT Pittsburgh International Airport, Pittsburgh,
Pennsylvania, United States
• PLH Plymouth Airport, Plymouth, United Kingdom
225
• PLS Providencales, Turks and Caicos Islands
• PLZ Port Elizabeth Airport, Port Elizabeth, South Africa
• PMO Palermo, Italy
• PNS Pensacola Regional Airport, Pensacola, Florida, United
States
• POP Puerto Plata Airport, Puerto Plata, Dominican Republic
• POS Piarco International Airport, Piarco, Trinidad and
Tobago, near Port of Spain
• PRG Ruzyne International Airport, Prague, Czech Republic
• PSA Pisa, Italy
• PSC Tri-City Airport, Pasco, Washington, United States
• PSE Mercedita Airport, Ponce, Puerto Rico, United States
• PSP Palm Springs, California, United States
• PTY Tocumen International Airport, Panama City, Panama
• PUB Pueblo, Colorado, United States
• PUJ Punta Cana, Dominican Republic
• PUS Gimhae International Airport, Gimhae, Korea, near
Busan
• PVD T. F. Green Airport, Providence, Rhode Island, United
States
• PVG Pu Dong International Airport, Shanghai, China
• PVR Gustavo Diaz Ordaz International Airport, Puerto
Vallarta, Mexico
• PWM Portland International Jetport, Portland, Maine,
United States (Originally stood for Portland-Westbrook
Municipal)
• PZH Zhob, Pakistan
• QLI Limassol, Cyprus

• QNB Anand, India
• RAK Menara International Airport, Marrakech, Morocco

• RDM Roberts Field, Redmond, Oregon, United States
• RDU Raleigh-Durham International Airport, Durham, North
Carolina, United States, near Raleigh, North Carolina
• RGN Yangon, Myanmar
• RIC Richmond International Airport, Richmond, Virginia,
United States
• RLT Arlit, Niger
• RNO Reno/Tahoe International Airport, Reno, Nevada,
United States
• ROM All Airports, Rome, Italy
226
• ROR Koror, Palau
• RSW Southwest Florida International Airport, Fort Myers,
Florida, United States
• RUH King Khaled International Airport, Riyadh, Saudi
Arabia
• SAC All Airports, Sacramento, California, United States

• SAL Comalapa International Airport, San Salvador, El
Salvador
• SAN San Diego International Airport, San Diego,
• SAP Ramon Villeda Morales International Airport, San
Pedro Sula, Honduras
• SAT San Antonio International Airport, San Antonio, Texas,
United States
• SAV Savannah International Airport, Savannah, Georgia,
United States, near Hilton Head, South Carolina
• SBD San Bernardino International Airport, San Bernardino,
• SCL Arturo Merino Benitez International Airport, Santiago,
Chile
• SDA Baghdad International Airport, Baghdad, Iraq
• SDF Louisville International Airport, Louisville, Kentucky,
United States
• SDQ Las Americas International Airport, Punta Caucedo,
Dominican Republic, near Santo Domingo
• SEA Seattle-Tacoma Airport, SeaTac, Washington, United
States, near Seattle, Washington and Tacoma, Washington
• SEL Gimpo Airport, Seoul, South Korea
• SEX Sembach Airport, Finsterwalde, Germany
• SFB Orlando Sanford International Airport, Sanford,
Florida, United States, near Orlando
• SFO San Francisco International Airport, San Francisco,
• SGN Ho Chi Minh City, Vietnam
• SHA Hongqiao Airport, Shanghai, China
• SID Amilcar Cabral International Airport, Sal Island, Cape
Verde
• SIN Changi International Airport, Changi, Singapore
• SJC Norman Yoshio Mineta San Jose International Airport,
San Jose, California, United States
• SJD Los Cabos, Mexico
• SJO Juan Santa Maria International Airport, San Jose, Costa
Rica
227
• SJU Luis Muñoz Marín International Airport, San Juan,
Puerto Rico, United States
• SLC Salt Lake City International Airport, Salt Lake City,
Utah, United States
• SLU Vigie Airport, Castries, Saint Lucia
• SMF Sacramento International Airport, Sacramento,
• SNA John Wayne Airport, Santa Ana, California, United
States
• SNN Shannon International Airport, Shannon, Ireland
• SRQ Sarasota-Bradenton International Airport, Sarasota,
Florida, United States near Bradenton, Florida
• STI Santiago, Dominican Republic
• STL Lambert-Saint Louis International Airport, Saint Louis,
MissouriSantiago, Chile
• STN London Stansted Airport, Essex, United Kingdom, near
London
• STO All Airports, Stockholm, Sweden
• STR Echterdingen Airport, Stuttgart, Germany
• STT Cyril E. King International Airport, Charlotte
Animalie, United States Virgin Islands
• STX Henry E. Rohlsen International Airport, Saint Croix,
United States Virgin Islands
• SUF Lamezia Terme, Italy
• SUJ Satu Mare International Airport, Satu Mare, Romania
• SUM Hagåtña, Guam, United States
• SVG Stavanger Airport Sola, Stavanger, Norway
• SVO Sheremetyevo International Airport, Moscow, Russia
• SWF Stewart International Airport, Newburgh, New York,
United States
• SXF Schönefeld International Airport, Berlin, Germany
• SYD Kingsford Smith International Airport, Mascot,
Australia, near Sydney
• SZB Sultan Abdul Aziz Shah Airport, Kuala Lumpur,
Malaysia
• TAB Crown Point International Airport, Tobago, Trinidad

and Tobago
• TAS Vostochny International Airport, Tashkent, Uzbekistan
• TGU Toncontin International Airport, Tegucigalpa,
Honduras
• THF Tempelhof International Airport, Berlin, Germany
228
• TIJ General Abelardo L. Rodriguez International Airport,
Tijuana, Mexico
• TLH Tallahassee Regional Airport, Tallahassee, Florida,
United States
• TLL Tallinn Airport, Tallin, Estonia
• TLV Ben Gurion International Airport, Lod, Israel, near Tel
Aviv
• TNR Annantarivo, Madagascar
• TPA Tampa International Airport, Tampa, Florida, United
States
• TPE Chiang Kai Shek International Airport, Taoyuan,
Taiwan, near Taipei
• TRF Sandefjord Airport Torp, Torp, Norway, near
Sandefjord
• TSR Timisoara, Romania
• TUL Tulsa International Airport, Tulsa, Oklahoma, United
States
• TUN Carthage Airport, Tunis, Tunisia
• TUS Tucson International Airport, Tucson, Arizona, United
States
• TVC Cherry Capital Airport, Traverse City, Michigan,
United States
• TXL Tegel International Airport, Berlin, Germany
• TYO All Airports, Tokyo, Japan
• TYS McGhee Tyson Airport, Knoxville, Tennessee, United
States
• UCA Utica, New York, United States

• UIO Mariscal Sucre International Airport, Quito, Ecuador
• UTN Upington Airport, Upington, South Africa
• URC Urumqui, China
• UVF Hewanorra International Airport, Vieux-Fort, Saint
Lucia
• VCE Marco Polo International Airport, Venice, Italy

• VIE Vienna International Airport, Vienna, Austria
• VKO Vnukovo Airport, Moscow, Russia
• VLI Bauerfield International Airport, Port Vila, Vanuatu
• VNO Vilnius International Airport, Vilnius, Lithuania
• VNY Van Nuys Airport, Van Nuys, California, United
States
229
• VPS Okaloosa Regional Airport, Valparaiso, Florida, United
States, near Fort Walton Beach, Florida
• VVI Viru Viru International Airport, Santa Cruz, Bolivia
• WAW Frederick Chopin International Airport, Warsaw,

Poland
• WDH Windhoek International Airport, Windhoek, Namibia
• XMN Xiamen, China

• XNA Northwest Arkansas Regional Airport, Bentonville,
Arkansas, United States, near Fayetteville, Arkansas, and
Springdale, Arkansas
• YAK Yakutat, Alaska, United States

• YAO Yaounde, Cameroon
• YAT Attawapiskat, Northwest Territories, Canada
• YBC Bagotville, Quebec, Canada
• YBL Campbell River, British Columbia, Canada
• YCD Nanaimo, British Columbia, Canada
• YCG Castlegar, British Columbia, Canada
• YDF Deer Lake, Newfoundland and Labrador, Canada
• YEA All Airports, Edmonton, Alberta, Canada
• YEG Edmonton International Airport, Edmonton, Alberta,
Canada
• YFB Iqaluit Airport, Iqaluit, Nunavut, Canada
• YFC Fredericton, New Brunswick, Canada
• YFO Flin Flon, Manitoba, Canada
• YGK Kingston, Ontario, Canada
• YGP Gaspe, Quebec, Canada
• YHZ Halifax International Airport, Enfield, Nova Scotia,
Canada, near Halifax
• YKA Kamloops, British Columbia, Canada
• YKM Yakima, Washington, United States
• YKZ Buttonville Municipal Airport, Markham, Ontario,
Canada
• YLW Kelowna, British Columbia, Canada
• YMM Fort McMurray, Alberta, Canada
• YMQ All Airports, Montreal, Quebec, Canada
• YMX Montreal-Mirabel International Airport, Mirabel,
Quebec, Canada, near Montreal
230
• YNB Yanbu, Saudi Arabia
• YOK Yokohama, Japan
• YOW Macdonald-Cartier International Airport, Ottawa,
Ontario, Canada
• YPR Prince George, British Columbia, Canada
• YQB Jean Lesage International Airport, Sainte-Foy,
Quebec, Canada, near Quebec City
• YQG Windsor, Ontario, Canada
• YQL Lethbridge, Alberta, Canada
• YQM Greater Moncton International Airport, Moncton,
New Brunswick, Canada
• YQQ Comox, British Columbia, Canada
• YQR Regina, Saskatchewan, Canada
• YQT Thunder Bay, Ontario, Canada
• YQU Grande Prairie, Alberta, Canada
• YQX Gander International Airport, Gander, Newfoundland
and Labrador, Canada
• YQY Sydney, Nova Scotia, Canada
• YSB Sudbury, Ontario, Canada
• YSJ Saint John, New Brunswick, Canada
• YTH Thompson, Manitoba, Canada
• YTS Timmins, Ontario, Canada
• YTO All Airports, Toronto, Ontario
• YTZ Toronto City Centre Airport, Toronto, Ontario, Canada
• YUL Montreal-Dorval International Airport, Dorval,
Quebec, Canada in Montreal
• YUM Yuma, Arizona, United States
• YUY Rouyn-Noranda, Quebec, Canada
• YVO Val d'Or, Quebec, Canada
• YVR Vancouver International Airport, Richmond, British
Columbia, Canada, near Vancouver
• YWG Winnipeg International Airport, Winnipeg, Manitoba,
Canada
• YWK Wabush, Newfoundland and Labrador, Canada
• YXC Cranbrook, British Columbia, Canada
• YXE Saskatoon, Saskatchewan, Canada
• YXH Medicine Hat, Alberta, Canada
• YXJ Fort St. John, British Columbia, Canada
• YXS Prince George, British Columbia, Canada
• YXU London International Airport, London, Ontario,
Canada
• YXX Abbotsford, British Columbia, Canada
• YXY Whitehorse, Yukon, Canada
• YYB North Bay, Ontario, Canada
• YYC Calgary International Airport, Calgary, Alberta,
Canada
231
• YYF Penticton, British Columbia, Canada
• YYG Charlottetown, Prince Edward Island, Canada
• YYJ Victoria, British Columbia, Canada
• YYR Goose Bay, Newfoundland and Labrador, Canada
• YYT St. John's Airport, St. John's, Newfoundland and
Labrador, Canada
• YYZ Lester B. Pearson International Airport, Mississauga,
Ontario, Canada near Toronto
• YZF Yellowknife, Northwest Territories, Canada
• YZR Sarnia, Ontario, Canada
• YZV Sept-Iles, Quebec, Canada
• ZAD Zadar, Croatia

• ZAG Zagreb, Croatia
• ZAZ Zaragoza, Spain
• ZBO Bowen, Australia
• ZCL Zacatecas, Mexico
• ZIH Zihuatenejo, Mexico, near Ixtapa
• ZND Zinder, Niger
• ZRH Zurich International Airport, Zurich, Switzerland
• ZTH Zakynthos, Greece
ATA 100 CHAPTER AND SECTION HEADINGS
ATA DEFINITIONS OF AIRCRAFT GROUPS, SYSTEMS AND SUB-SYSTEMS

CHAP. SEC. TITLE
GROUP DEFINITION - AIRCRAFT
00 INTRODUCTION
01 OPERATIONS INFORMATION
05 PERIODIC INSPECTIONS
-00 GENERAL
-10 TIME LIMITS
232
-20 SCHEDULED MAINTENANCE CHECKS
-30 [AS REQUIRED]
-40
-50 UNSCHEDULED MAINTENANCE CHECKS
06 DIMENSIONS AND AREAS
07 LIFTING AND SHORING

-00 GENERAL
-10 JACKING
-20 SHORING
08 LEVELING AND WEIGHING

-00 GENERAL
-10 WEIGHING AND BALANCING
-20 LEVELING
09 TOWING AND TAXIING

-00 GENERAL
-10 TOWING
-20 TAXIING
10 PARKING, MOORING, STORAGE AND RETURN TO SERVICE

-00 GENERAL
-10 PARKING / STORAGE
-20 MOORING
-30 RETURN TO SERVICE
11 PLACARDS AND MARKINGS

-00 GENERAL
-10 EXTERIOR COLOR SCHEMES AND MARKINGS
-20 EXTERIOR PLACARDS AND MARKINGS
-30 INTERIOR PLACARDS
12 SERVICING - ROUTINE MAINTENANCE

-00 GENERAL
-10 REPLENISHING
-20 SCHEDULED SERVICING
233
-30 UNSCHEDULED SERVICING
18 VIBRATION AND NOISE ANALYSIS
(HELICOPTER ONLY)
-00 GENERAL
-10 VIBRATION ANALYSIS
-20 NOISE ANALYSIS
GROUP DEFINITION - AIRFRAME SYSTEMS
20 STANDARD PRACTICES - AIRFRAME
21 AIR CONDITIONING
-00 GENERAL
-10 COMPRESSION
-20 DISTRIBUTION
-30 PRESSURIZATION CONTROL
-40 HEATING
-50 COOLING
-60 TEMPERATURE CONTROL
-70 MOISTURE / AIR CONTAMINANT CONTROL
22 AUTO FLIGHT
-00 GENERAL
-10 AUTOPILOT
-20 SPEED - ATTITUDE CORRECTION
-30 AUTO THROTTLE
-40 SYSTEM MONITOR
-50 AERODYNAMIC LOAD ALLEVIATING
23 COMMUNICATIONS
-00 GENERAL
-10 SPEECH COMMUNICATIONS
-15 SATCOM
-20 DATA TRANSMISSION AND AUTOMATIC CALLING
-30 PASSENGER ADDRESS, ENTERTAINMENT, AND COMFORT
-40 INTERPHONE
-50 AUDIO INTEGRATING
234
-60 STATIC DISCHARGING
-70 AUDIO & VIDEO MONITORING
-80 INTEGRATED AUTOMATIC TUNING
24 ELECTRICAL POWER
-00 GENERAL
-10 GENERATOR DRIVE
-20 AC GENERATION
-30 DC GENERATION
-40 EXTERNAL POWER
-50 AC ELECTRICAL LOAD DISTRIBUTION
-60 DC ELECTRICAL LOAD DISTRIBUTION
25 EQUIPMENT / FURNISHINGS
-00 GENERAL
-10 FLIGHT COMPARTMENT
-20 PASSENGER COMPARTMENT
-30 BUFFET / GALLEY
-40 LAVATORIES
-50 CARGO COMPARTMENTS
-60 EMERGENCY
-70 ACCESSORY COMPARTMENTS
-80 INSULATION
26 FIRE PROTECTION
-00 GENERAL
-10 DETECTION
-20 EXTINGUISHING
-30 EXPLOSION SUPPRESSION
27 FLIGHT CONTROLS
-00 GENERAL
-10 AILERON AND TAB
-20 RUDDER / RUDDEVATOR AND TAB
-30 ELEVATOR AND TAB
-40 HORIZONTAL STABILIZER / STABILATOR
-50 FLAPS
-60 SPOILER, DRAG DEVICES AND VARIABLE AERODYNAMIC FAIRINGS
-70 GUST LOCK AND DAMPER
235
-80 LIFT AUGMENTING
28 FUEL
-00 GENERAL
-10 STORAGE
-20 DISTRIBUTION - DRAIN VALVES
-30 DUMP
-40 INDICATING
29 HYDRAULIC POWER
-00 GENERAL
-10 MAIN
-20 AUXILIARY
-30 INDICATING
30 ICE AND RAIN PROTECTION

-00 GENERAL
-10 AIRFOIL
-20 AIR INTAKES
-30 PITOT AND STATIC
-40 WINDOWS, WINDSHIELDS, AND DOORS
-50 ANTENNAS AND RADOMES
-60 PROPELLERS / ROTORS
-70 WATER LINES
-80 DETECTION
31 INDICATING / RECORDING SYSTEMS

-00 GENERAL
-10 INSTRUMENT AND CONTROL PANELS
-20 INDEPENDENT INSTRUMENTS
-30 RECORDERS
-40 CENTRAL COMPUTERS
-50 CENTRAL WARNING SYSTEMS
-60 CENTRAL DISPLAY SYSTEMS
-70 AUTOMATIC DATA REPORTING SYSTEMS
32 LANDING GEAR
-00 GENERAL
236
-10 MAIN GEAR AND DOORS
-20 NOSE GEAR / TAIL GEAR AND DOORS
-30 EXTENSION AND RETRACTION
-40 WHEELS AND BRAKES
-50 STEERING
-60 POSITION, WARNING, AND GROUND SAFETY SWITCH
-70 SUPPLEMENTARY GEAR - SKIS, FLOATS
33 LIGHTS
-00 GENERAL
-10 FLIGHT COMPARTMENT AND ANNUNCIATOR PANEL
-30 CARGO AND SERVICE COMPARTMENTS
-40 EXTERIOR LIGHTING
-50 EMERGENCY LIGHTING
34 NAVIGATION
-00 GENERAL
-10 FLIGHT ENVIRONMENT DATA
-20 ATTITUDE AND DIRECTION
-30 LANDING AND TAXIING AIDS
-40 INDEPENDENT POSITION DETERMINING
-50 DEPENDENT POSITION DETERMINING
-60 FLIGHT MANAGEMENT COMPUTING
35 OXYGEN
-00 GENERAL
-10 CREW
-20 PASSENGER
-30 PORTABLE
36 PNEUMATIC
-00 GENERAL
-10 DISTRIBUTION
-20 INDICATING
37 VACUUM
-00 GENERAL
237
-10 DISTRIBUTION
-20 INDICATING
38 WATER / WASTE
-00 GENERAL
-10 POTABLE
-20 WASH
-30 WASTE DISPOSAL
-40 AIR SUPPLY
39 ELECTRICAL - ELECTRONIC PANELS AND MULTIPURPOSE COMPONENTS

-00 GENERAL
-10 INSTRUMENT AND CONTROL PANELS
-20 ELECTRICAL AND ELECTRONIC EQUIPMENT RACKS
-30 ELECTRICAL AND ELECTRONIC JUNCTION BOXES
-40 MULTIPURPOSE ELECTRONIC COMPONENTS
-50 INTEGRATED CIRCUITS
-60 PRINTED CIRCUIT CARD ASSEMBLIES
41 WATER BALLAST
-00 GENERAL
-10 STORAGE
-20 DUMP
-30 INDICATION
45 CENTRAL MAINTENANCE SYSTEM (CMS)

-00 GENERAL
-05 CMS / AIRCRAFT GENERAL
-19
-20 CMS / AIRFRAME SYSTEMS
-44
-45 CENTRAL MAINTENANCE SYSTEM
-46 CMS / AIRFRAME SYSTEMS
-49
-50 CMS / STRUCTURES
-59
-60 CMS / PROPELLERS
-69
-70 CMS / POWER PLANT
238
-89
46 INFORMATION SYSTEMS
-00 GENERAL
-10 AIRPLANE GENERAL INFORMATION SYSTEMS
-20 FLIGHT DECK INFORMATION SYSTEMS
-30 MAINTENANCE INFORMATION SYSTEMS
-40 PASSENGER CABIN INFORMATION SYSTEMS
-50 MISCELLANEOUS INFORMATION SYSTEMS
49 AIRBORNE AUXILIARY POWER

-00 GENERAL
-10 POWER PLANT
-20 ENGINE
-30 ENGINE FUEL AND CONTROL
-40 IGNITION / STARTING
-50 AIR
-60 ENGINE CONTROLS
-70 INDICATING
-80 EXHAUST
-90 OIL
GROUP DEFINITION - STRUCTURES
51 STANDARD PRACTICES AND STRUCTURES - GENERAL

-00 GENERAL
-10 INVESTIGATION, CLEANUP AND AERODYNAMIC SMOOTHNESS
-20 PROCESSES
-30 MATERIALS
-40 FASTENERS
-50 SUPPORT OF AIRPLANE FOR REPAIR AND ALIGNMENT CHECK PROCEDURES
-60 CONTROL-SURFACE BALANCING
-70 REPAIRS
-80 ELECTRICAL BONDING
52 DOORS
-00 GENERAL
-10 PASSENGER / CREW
-20 EMERGENCY EXIT
-30 CARGO
239
-40 SERVICE
-50 FIXED INTERIOR
-60 ENTRANCE STAIRS
-70 DOOR WARNING
-80 LANDING GEAR
53 FUSELAGE
-00 GENERAL
-10 MAIN FRAME
-20 AUXILIARY STRUCTURE
-30 PLATES-SKIN
-40 ATTACH FITTINGS
-50 AERODYNAMIC FAIRINGS
-60 [AS REQUIRED]
-70 [AS REQUIRED]
-80 [AS REQUIRED]
-90 [AS REQUIRED]
54 NACELLES / PYLONS
-00 GENERAL
-10 [AS REQUIRED]
-20 [AS REQUIRED]
-30 [AS REQUIRED]
-40 [AS REQUIRED]
-50 [AS REQUIRED]
-60 [AS REQUIRED]
-70 [AS REQUIRED]
-80 [AS REQUIRED]
-90 [AS REQUIRED]
55 STABILIZERS
-00 GENERAL
-10 HORIZONTAL STABILIZER / STABILATOR OR CANARD
-20 ELEVATOR - ELEVON
-30 VERTICAL STABILIZER
-40 RUDDER - RUDDEVATOR
-50 ATTACH FITTINGS
56 WINDOWS
240
-00 GENERAL
-10 FLIGHT COMPARTMENT
-30 DOOR
-40 INSPECTION AND OBSERVATION
57 WINGS
-00 GENERAL
-10 CENTER
-20 OUTER
-30 WING TIP
-40 LEADING EDGE AND LEADING EDGE DEVICES
-50 TRAILING EDGE AND TRAILING EDGE DEVICES
-60 AILERONS AND ELEVONS
-70 SPOILERS
-80 [AS REQUIRED]
-90 WING FOLDING SYSTEM
GROUP DEFINITION PROPELLER / ROTOR
60 STANDARD PRACTICES - PROPELLER / ROTOR
61 PROPELLERS / PROPULSORS
-00 GENERAL
-10 PROPELLER ASSEMBLY
-20 CONTROLLING
-30 BRAKING
-40 INDICATING
-50 PROPULSOR DUCT
62 MAIN ROTOR(S)
-00 GENERAL
-10 ROTOR BLADES
-20 ROTOR HEAD(S)
-30 ROTOR SHAFT(S) / SWASHPLATE ASSEMBLY(IES)
-40 INDICATING
63 MAIN ROTOR DRIVE(S)
241
-00 GENERAL
-10 ENGINE / GEARBOX COUPLINGS
-20 GEARBOX(ES)
-30 MOUNTS, ATTACHMENTS
-40 INDICATING
64 TAIL ROTOR
-00 GENERAL
-10 ROTOR BLADES
-20 ROTOR HEAD
-30 [AVAILABLE]
-40 INDICATING
65 TAIL ROTOR DRIVE

-00 GENERAL
-10 SHAFTS
-20 GEARBOXES
-30 [AVAILABLE]
-40 INDICATING
66 ROTOR BLADE AND TAIL PYLON FOLDING

-00 GENERAL
-10 ROTOR BLADES
-20 TAIL PYLON
-30 CONTROLS AND INDICATING
67 ROTORS FLIGHT CONTROL

-00 GENERAL
-10 ROTOR CONTROL
-20 ANTI-TORQUE ROTOR CONTROL (YAW CONTROL)
-30 SERVO-CONTROL SYSTEM
GROUP DEFINITION - POWER PLANT
70 STANDARD PRACTICES - ENGINE
71 POWER PLANT - GENERAL

-00 GENERAL
242
-00 GENERAL
-10
-20 COWLING
MOUNTS
-30 FIRESEALS AND SHROUDS
-40 ATTACH FITTINGS
-50 ELECTRICAL HARNESS
-60 ENGINE AIR INTAKES
-70 ENGINE DRAINS
72(T) ENGINE - TURBINE / TURBOPROP, DUCTED FAN / UNDUCTED FAN

-00 GENERAL
-10 REDUCTION GEAR AND SHAFT SECTION (TURBOPROP AND/OR FRONT
MOUNTED DRIVEN PROPULSOR)
-20 AIR INLET SECTION
-30 COMPRESSOR SECTION
-40 COMBUSTION SECTION
-50 TURBINE SECTION
-60 ACCESSORY DRIVES
-70 BY-PASS SECTION
-80 PROPULSOR SECTION (REAR MOUNTED)
72(R) ENGINE - RECIPROCATING

-00 GENERAL
-10 FRONT SECTION
-20 POWER SECTION
-30 CYLINDER SECTION
-40 SUPERCHARGER SECTION
-50 LUBRICATION
73 ENGINE - FUEL AND CONTROL

-00 GENERAL
-10 DISTRIBUTION
-20 CONTROLLING - GOVERNING
-30 INDICATING
IGNITION
-00 GENERAL
-10 ELECTRICAL POWER SUPPLY
-20 DISTRIBUTION
-30 SWITCHING
243
75 BLEED AIR
-00 GENERAL
-10 ENGINE ANTI-ICING
-20 ENGINE COOLING
-30 COMPRESSOR CONTROL
-40 INDICATING
76 ENGINE CONTROLS
-00 GENERAL
-10 POWER CONTROL
-20 EMERGENCY SHUTDOWN
77 ENGINE INDICATING
-00 GENERAL
-10 POWER
-20 TEMPERATURE
-30 ANALYZERS
-40 INTEGRATED ENGINE INSTRUMENT SYSTEMS
78 EXHAUST
-00 GENERAL
-10 COLLECTOR - NOZZLE
-20 NOISE SUPPRESSOR
-30 THRUST REVERSER
-40 SUPPLEMENTAL AIR
79 OIL
-00 GENERAL
-10 STORAGE (DRY SUMP)
-20 DISTRIBUTION
-30 INDICATING
80 STARTING
-00 GENERAL
-10 CRANKING
81 TURBINES (RECIPROCATING ENGINES)
244
-00 GENERAL
-10 POWER RECOVERY
-20 TURBO-SUPERCHARGER
82 WATER INJECTION
-00 GENERAL
-10 STORAGE
-20 DISTRUBUTION
-30 DUMPING AND PURGING
-40 INDICATING
83 ACCESSORY GEAR BOXES (ENGINE DRIVEN)

-00 GENERAL
-10 DRIVE SHAFT SECTION
-20 GEAR BOX SECTION
84 PROPULSION AUGMENTATION
-00 GENERAL
-10 JET ASSISTED TAKEOFF
91 CHARTS
245
This book intends to give a solid foundation of Aviation Legislation for
anyone who is involved either directly or indirectly with commercial
transport aircraft maintenance in Malaysia especially for candidates
applying for Malaysian Department of Civil Aviation Aircraft
Maintenance License. The largely legal language is simplified and
arranged for ease of understanding. This book should also be of
interest to the curios public on behind the scene legislations which
made civil aviation the safest mode of transport.

Basic Aviation Legislation For Malaysian Engineers (First e

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Basic Aviation Legislation

for Malaysian Aircraft

Hj Muzaffar Dato’ Hj Mohamad

Hj Muzaffar Dato’ Hj Mohamad

 Pustaka BSM Entrprise 2003

All rights reserved. This publication is copyrighted. Extraction of content

Chapter 1: Basic Regulatory Framework

2- MALAYSIAN CIVIL AVIATION REGULATORY FRAMEWORK

3- MALAYSIAN CIVIL AVIATION ADMINISTRATION

4- IMPORTANT FOREIGN AIRWORTHINESS AUTHORITIES

Chapter 2: Approval of Operators

Chapter 3: Approval of Aircraft And Parts Design

11- CERTIFICATION OF AIRCRAFT PARTS

13 - FLIGHTS UNDER “A “, “B “AND “C “CONDITIONS

16 - AIRWORTHINESS DIRECTIVES : DCA PROCEDURES

17- AIRWORTHINESS DIRECTIVES : CAA PROCEDURES

18 - DEFERRED MAINTANENCE MEL / CDL

19 - CERTIFICATE MAINTANENCE REQUIREMENTS (CMR)

Chapter 5: Aircraft Maintenance Programme

26 - MAINTENANCE PACKAGE INTERVAL CHANGE

27 - AMENDMENTS TO MAINTENANCE PROGRAMME

28 - DCA APPROVAL OF A MAINTENANCE PROGRAMME

29 - CERTIFICATE OF MAINTENANCE REVIEW

Chapter 6: Release to Service

31 - RELEASE TO SERVICE PROCEDURES

33 - CERTIFICATION OF COMPLETION OF SCHEDULED

34 - REQUIREMENTS FOR MALAYSIAN REGISTERED AIRCRAFT

35 - LICENSING OF MAINTENANCE ENGINEERS

37 - WEIGHT AND BALANCE AIRCRAFT

39 - FLIGHT TESTING FOR RENEWAL OF CERTIFICATE OF

40 - MAINTANENCE, REPAIR AND OVERHAUL MANUAL

43 - OPERATIONS MANUAL / CREW MANUAL

44 - DOCUMENTS TO BE CARRIED ONBOARD

Chapter 9: Special Requirements

47 - EXTENDED TWIN ENGINE OPERATIONS (ETOPS)

48 - ALL WEATHER OPERATIONS

50 - OPERATION SPECIFICATIONS – AIRCRAFT MAINTENANCE

51- APPROVED ORGANISATION

Chapter 11: Approval of Organisations

54 - APPROVED STORES PROCEDURE

55 - AUTHORISED RELEASE CERTIFICATE / AIRWORTHINESS

56 - JAR-OPS 1 SUBPART M: MAINTANENCE

Chapter 12: Other Relevant JAR’s

58 - JAR-147 REQUIREMENTS FOR MAINTANENCE TRAINING

About the author

As aviation is only feasible if it is international in nature, common international standards

The Convention on International Civil Aviation also known as “Chicago Convention”

ICAO- International Civil Aviation Organisation

i) Principles, techniques and arrangements;

ii) Technical standards and recommended practises;

Annex 1 - Personnel Licensing

Among the most significant Annexes to the aircraft engineer are

Annex 1 – Personnel Licensing;

Annex 6 – Operation of Aircraft

Annex 8 – Airworthiness of Aircraft

As a contracting state, the Government of Malaysia ratifies the Chicago Convention by

Civil Aviation Regulations 1996 (MCAR)

Part II - Registration and Marking of Aircraft

Part Ill - Licensing of Air Services

Part IV - Air Operators Certificate

Part V - Airworthiness and Equipment of Aircraft

Part VI - Aircraft Crew and Licensing

Part VII - Operation of Aircraft