USAGE OF PARTS FROM OTHER AIRCRAFT (INCLUDING OUT OF SERVICE AIRCRAFT)

AIRWORTHINESS NOTICE

VERSION : DATE OF IMPLEMENTATION : OFFICE OF PRIME INTEREST : 01-04-2011

1.0 01-04-2011 AIRWORTHINESS DIRECTORATE AWNOT-075-AWRG-1.0

USAGE OF PARTS FROM OTHER AIRCRAFT (INCLUDING OUT OF SERVICE AIRCRAFTS)

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AWNOT-075-AWRG-1.0

USAGE OF PARTS FROM OTHER AIRCRAFT (INCLUDING OUT OF SERVICE AIRCRAFTS)

A.

AUTHORITY:

This Airworthiness Notice has been issued under the Authority vested in DG CAA vide Rule 4, 5, 28 and 180 of Civil Aviation Rules, 1994, A1. B. PURPOSE:

The purpose of this Airworthiness Notice is to use aircraft parts retrieved from serviceable aircraft. Serviceable parts retrieved from out of service aircraft cannot be precluded as it is a world-wide practice. However, it shall be users responsibility to take special precautions. Since such parts may not manifest any visual evidence of damage, distortion or changed characteristics and yet serious airworthiness hazard could result from their use. (for further guidance Para 4.5 of ICAO Doc 9760 and EASA AMC 145A.5 (a) may be referred) C. SCOPE:

C1. This Airworthiness Notice applies to components or parts intended to be installed on Pakistan registered aircraft removed from de-registered, unserviceable or recovered from aircraft involved in accident. D. DESCRIPTION: D1. DEFINITIONS: D1.1. Aircraft Component means any part of an aircraft including a complete power plant and any operational or emergency equipment. Standard Parts are currently defined as those parts identified as such by the Type Certificate (TC) holder or parts made to a national or international specification, unless the part/parts are the subject of specific product Approvals, such as TSO (Technical Standard Order) or CAA (Pak) Equipment Approval.

D1.2.

D2. USED AIRCRAFT PARTS D2.1 Installation of aircraft part from one aircraft to the other is very common in the aviation, however following standards must be followed to ensure the safety of aircraft. CANNIBALIZATION AIRCRAFT D2.1.1.1 OF AIRCRAFT PARTS FROM SERVICEABLE

D2.1.1

Serviceable parts can be cannibalized from the serviceable aircraft, and can be installed directly without issuing a serviceable tag or Authorized release certificate, subject to conditions that : Aircraft is having a valid C of A (aircraft may be in temporarily out of service or in short-term preservation or undergoing maintenance ). The parts to be installed on operators own aircraft only, however, may be installed on the aircraft of some other operator too after clearance from the Quality Assurance department of that operator. In both cases, approved company procedures related to cannibalization shall be followed.

D2.1.1.2

D2.1.1.3

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D2.1.1.4

Parts shall only be installed after confirmation of applicable modifications, Interchangeability and intermix-ability. The organization should ensure that, the component was removed from the aircraft by an appropriately qualified person. The aircraft component may only be deemed serviceable, if the last flight operation with the component fitted revealed no faults on that component/related system and test flight is not due on the aircraft . Aircraft record should be researched for any unusual events that could affect the serviceability of the aircraft component such as involvement in accidents, incidents, heavy landings or lightning strikes. The aircraft component should be inspected for satisfactory condition including in particular damage, corrosion or leakage and compliance with any additional manufacturers maintenance instructions. All the necessary MEL conditions or limitations have been considered.

D2.1.1.5

D2.1.1.6

D2.1.1.7

D2.1.1.8

D2.1.1.9

D2.1.2

COMPONENTS REMOVED FROM OUT OF SERVICE AIRCRAFT D2.1.2.1 Aircraft parts removed from the out of service aircraft (for which C of A is not valid and aircraft is under long term preservation and does not meet the conditions of para D2.1.1.2) can only be used on the other aircraft subject to issuance of Authorized Release Certificate (ARC) by appropriately qualified person. A maintenance history record should be available for all used serialized aircraft components. Under no circumstances may an ARC be issued to a component, if it is suspected that the aircraft. Component has been subjected to extremes of stress, temperatures or immersion which could affect its operation. Compliance with known modifications and repairs should be established. The flight hours/cycles/landings as applicable of any service life limited parts including time since overhaul should be established. Compliance with known applicable airworthiness directives should be established.

D2.1.2.2

D2.1.2.3

D2.1.2.4

D2.1.2.5

D2.1.2.6

D2.1.3

DISMANTLING AN AIRCRAFT FOR SPARES D2.1.3.1 Aircraft withdrawn from service are sometimes, dismantled for spares. This is considered to be a maintenance activity and should be accomplished under the control of an organization approved under ANO 001AWRG, and employing procedures are approved by the competent authority. Irrespective of whether the aircraft holds a certificate of airworthiness or not, the organization responsible for certifying any removed

D2.1.3.2

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component shall ensure that the manner in which the components were removed and stored, are compatible with the standards required by their approved Exposition Manual /company procedures/CAA requirements. D2.1.3.3 A structured plan should be formulated to control the aircraft disassembly process. The disassembly is to be carried out by an appropriately rated organization under the supervision of certifying staff, who will ensure that the aircraft components are removed and documented in a structured manner in accordance with the appropriate maintenance data and disassembly plan. All recorded aircraft defects should be reviewed and the possible effects these may have on both normal and standby functions of removed components are to be considered. Dedicated control documentation is to be used as detailed by the disassembly plan, to facilitate the recording of all maintenance actions and component removals performed during the disassembly process. Components found unserviceable, are to be identified as such and quarantined pending a decision on the actions to be taken. Records of the maintenance accomplished to establish serviceability are to form part of the component maintenance history. Suitable approved shop facilities for the removal and storage of removed components are to be used which includes suitable environmental conditions, lighting, access equipment, aircraft tooling and storage facilities for the work to be undertaken. While it may be acceptable for components to be local environmental conditions, without the benefit facility subsequent disassembly (if required) and components should be in accordance with recommendations. removed, given of an enclosed storage of the manufacturers

D2.1.3.4

D2.1.3.5

D2.1.3.6

D2.1.3.7

D2.1.3.8

D2.1.3.9

D2.1.3.10

When no satisfactory evidence of life used is available and/or the components are in an unsatisfactory condition, those parts /sub parts shall be replaced. Testing shall be carried out after Reassembling of such parts.

D2.1.4

USING PARTS FROM THE AIRCRAFT INVOLVED IN ACCIDENT/INCIDENT D2.1.4.1 When an aircraft has been involved in an accident, the title to the salvage may pass from the insured owner to other persons (e.g. aircraft insurers); this salvage may be offered for sale either complete or as separate aircraft items in an as is, where is condition. While some items may be totally unaffected by the accident or incident which caused the aircraft to be declared as salvage, it is essential to obtain clear evidence that this is the case. If such evidence cannot be obtained, the item may not be returned to service. Before routing it to shop, all such items must therefore be subject to assessment and inspection in the light of adequate knowledge of the

D2.1.4.2

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circumstances of the accident, subsequent storage and transport conditions, and with evidence of previous operational history obtained from records. Comments of the manufacturers are vital before starting and overhaul or certification activities in such cases. Approval from Airworthiness Directorate is also mandatory before proceeding overhaul/ issuance of ARC process. D2.1.4.3 In particular, if a crash load is sufficient to take any part above its proof strength, residual strains may remain which could reduce the effective strength of the item or otherwise impair its functions. Loads higher than this may of course crack the item, with an even more dangerous potential. Further, a reduction in strength may be caused by virtue of the change of a materials characteristics following overheat from a fire. It is therefore of the utmost importance to establish that the item is neither cracked, distorted or overheated. The degree of distortion may be difficult to assess if the precise original dimensions are not known, in such case there is no option but to reject the item. Any suggestion of overheating would be cause for a laboratory investigation into significant change of material properties. Such components shall only be issued with an ARC when processed in accordance with above requirements and a specific work order including all additional necessary tests and inspections made necessary by the accident or incident. Such a work order may require input from the TC holder or original manufacturer as appropriate. Intimation to PCAA before using such part is also required.

D2.1.4.4

D2.1.5

DISPOSAL OF SCRAPPED PARTS D2.1.5.1 Those responsible for the disposal of scrapped aircraft parts and materials should consider the possibility of such parts and materials being misrepresented and sold as serviceable at a later date. Caution should be exercised to ensure that the following types of parts and materials are disposed off in a controlled manner (the parts should be physically damaged so as it cannot be used) that does not allow them to be returned to service: parts with non-repairable defects, whether visible or not to the naked eye; parts that are not within the specifications set forth by the approved design, and cannot be brought into conformity with applicable specifications; parts and materials for which further processing or rework cannot make them eligible for certification under an approved system; parts subjected to unacceptable modifications or rework that is irreversible; Life-limited parts that have reached or exceeded their life limits, or have permanently missing or incomplete records; parts that cannot be returned to an airworthy condition due to exposure to extreme forces or heat (see paragraph D2.1.4.3);

D2.6.1.1

D2.6.1.2

D2.6.1.3

D2.6.1.4

D2.6.1.5

D2.6.1.6

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D2.6.1.7

principal structural elements removed from a high-cycle aircraft for which conformity cannot be accomplished by complying with the mandatory requirements applicable to ageing aircraft.

Note: Scrapping of parts and materials may not be appropriate in certain cases when there is an ongoing evaluation process to determine whether a part or material may be restored to an airworthy condition. Examples of these cases include the extension of life limits, the re-establishment of in-service history records, or the approval of new repair methods and technologies. In these cases, such parts should be segregated from serviceable parts until the decision has been made as to whether these parts can be restored to an airworthy condition, or be scrapped. D2.6.1.8 Scrapped parts should always be segregated from serviceable parts and when eventually disposed of should be mutilated or clearly and permanently marked. This should be accomplished in such a manner that the parts become unusable for their original intended use and unable to be re-worked or camouflaged to provide the appearance of being serviceable. When scrapped parts are disposed off for legitimate non-flight uses, such as training and education aids, research and development, or for non-aviation applications, mutilation is often not appropriate. In such cases the parts should be permanently marked indicating that they are not serviceable; alternatively, the original part number or data plate information can be removed or a record kept of the disposition of the parts.

D2.6.1.9

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E. E1.

EVIDENCES (ACRONYMS / RECORDS / REFERENCES): ACRONYMS: E1.1 E1.2 AME PCAA Aircraft Maintenance Engineer Pakistan Civil Aviation Authority

E2.

RECORDS: E2.1 Nil

E3.

REFERENCES E3.1 E3.2 E3.3 E3.4 ANO 001AWRG AWNOT-059-AWRG Para 4.5 of ICAO Doc 9760 EASA AMC 145A.5 (a)

IMPLEMENTATION: This Airworthiness Notice shall be implemented with effect from 1st April, 2010 and repeals/cancels/supersedes Policy letter No.16 dated 27/09/1989.

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