CAR M TRAINING final edited

CAR M TrainingAIRWORKS INDIA ENGG. PVT. LTD. CAMO DivisionPressman House, 70 A Nehru Road,C.T.S. No. 76 & 87, Vile Parle (East),Mumbai – 400 099

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Course Content

Training will constitute of the following 6 modules:

1. Module M.T. 1 Overview of AWI CAMO2. Module M.T. 2 CAR M Application to

CAMO3. Module M.T. 3 Quality System4. Module M.T. 4 Human Factors5. Module M.T. 5 Continuous Airworthiness

Management Procedures6. Module M.T.6 On Job Training

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M.T. 1 Overview of AWI CAMO

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AIR WORKS INDIA engg. PVT. Ltd.

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A Divisionof

Air Works India Engg. Pvt. Ltd.

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CREATED TO

FULFILL THE REQUIREMENT OF

CAR M SUB PART G

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With a vision to providea Path to

Excellencein

Complying withContinuing Airworthiness

requirements

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AIR WORKS INDIA PVT. LTD.

AWI CAMO Organisation

AWI CAR 145Organisation

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Air works India engg. Pvt. ltd.Camo division

To Develop & control of Maintenance

Program its approval & Reliability Program

if Applicable

To ensure maintenance

carried out as per requirement

To ensure compliance of AD

as & when required

To manage the approval of

modification & repair

Occurrence reporting

To ensure maintenance is carried out by

properly approved organization

To ensure all defects are

rectified

To Manage & Maintain all records & documentation

To ensure mass & balance statement

reflects current aircraft status

AWI CAMO Division is dedicated:

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Air works India engg. Pvt. ltd.

AWI 145 Approved Organization is dedicated to:

Maintenance Activity

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Operators & Approved Organizations Relationship

Customer / Owner / Operator

CAMODivision

CAR 145Division

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CAMO becomes

an interface between Customer & the CAR 145

ApprovedMaintenance Organization.

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Our efforts & investments

In our Sincere effort to provide a completely independent CAMO service to our customers, we have acquired a separate office space of approx. 4400 Sq. Ft. area in the close vicinity of Santacruz Airport equipped with latest communication / data transfer facilities This will also provide easy accessibility to all our customers for regular interactions.

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CAMO Division will be headed by a separate Accountable Manager, who will be assisted by Senior experienced post holders duly approved by the DGCA & supported by approx. 40 officers & staff specifically trained in CAMO activities, who will be spending approx. 74,000 Man Hour / Year to ensure that the assigned tasks are professionally & meticulously managed for all our customers.

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In order to ensure availability of online information, quick data transfer, providing immediate status of aircraft, accessibility of information to all our operating stations related to all our business functions & finally extending it to all our Customers, we have already invested into an Advanced computer based system i.e. called RAMCO ERP specially customized to meet our needs. The system is already in use & information of various aircraft is presently being fed.


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Online Information / Data Transfer through RAMCO System

Mumbai Head Quarters

RAMCO Receives Data / Information

Data Input from Pune

Data Input from

Chennai

Data Input from

Delhi

1) Allows generating updated reports required by Planning / Technical Services

2) Allows Online access of Data / Information

Planning is based on online inputs

Provides feedback to Maintenance / Customer for the status of Aircraft

& Components for planning or maintenance

Schedule of aircraft

Planning monitors online updates for

Maintenance Inspections / TBO’s /

AD’s / SB’s / Mandatory Mods etc.

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Accountable Manager

P. K. Ratta

QAMAnant Sheode

CAMShilpa Singh QM

Ajit Singh

QAOQAO

Planning / Tech. ServicesManager

Gavio D’melloDy. Planning

ManagerAlan D’Souza

Hawker Beechcraft

Cessna, Gulfstrea

m,Dassult

Bombardier

HeliocopterCAMP/CMP/ CESSCOM

Group Supervisor

Sr. Technical Officer



Sr. Technical Officer Technical

Assistants02 Nos.Technical

Assistants04 Nos.

Technical Assistants

05 Nos.


05 Nos.


04 Nos.

New A/C Induction / Tech. Pub.


Technical Assistant

Planning

03 Nos.

Contracts

MangerSandeep

Patil

Technical Services

Our Organisation Chart

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M.T. 2 CAR M Application to CAMO

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CAR M The CAR M is applicable to all operators of Indian registered aircraft

irrespective of whether such aircraft are maintained by their own organization or by other approved maintenance organization.

For organization operating aircraft, compliance with this CAR is mandatory.

The compliance will also depend upon the size of the organization. The applicability will include private operators (General Aviation), flying training institutes state governments etc.

This CAR establishes the measures to be taken to ensure that airworthiness is maintained, including maintenance.

It also specifies the conditions to be met by the persons or organizations involved in such continuing airworthiness management.

This CAR shall enter into force with effect from 31st July 2010.

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Compliance for CAR MCommercial Air Transport

(NSOP)

Private Operators

Mandatory to form CAMO

CAR 145 Organization

Large Aircraft Operator

Non- Large Aircraft

Operator

Approved Sub-Part G (CAMO)

Organization

Approved Sub-Part F

Organization

Approved Sub-Part G (CAMO)

Organization

Contract All Functions

Subcontract Limited Functions

Contract MaintenanceFunctions

Contract All Functions

Contract MaintenanceFunctions to 145 or Sub Part F

organization

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Brief Introduction to CAR M SUBPARTs A, B, C, D, E, H and I are the standards to be satisfied by an operator.

SUBPARTs F (Maintenance organisation) and G (CAMO) are the organization to be set up for satisfying the standards stipulated in CAR M for the Continuing Airworthiness of the aircraft.

Maintenance organisation approved under CAR 145 need not be separately approved under SUBPART F.

Approval under SUBPART G (Continuing Airworthiness Management Organisation) is required for all the Commercial Air Operators. They can sub-contract limited Tasks of Continuing Airworthiness to other (Approved) CAMO.

Private operators operating Large aircraft can contract CAMO tasks (except ARC) to another approved CAMO.

Private operators operating non large aircraft, can contract all the CAMO task to approved CAMO.

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Typical Organizational Chart for CAMO

Accountable Manager

Quality Manager Planning ManagerContinuing

Airworthiness Manager

Quality Assurance Department

As per AMC M.A. 706 Para. 1

Depending on the size of the operation and the organizational setup, the continuing airworthiness functions may be divided under individual managers or combined in nearly any number of ways. However, if a quality system is in place it should be independent from the other functions.

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Continuing Airworthiness Tasks of CAMO The aircraft continuing airworthiness and the serviceability of both

operational and emergency equipment shall be ensured by:

1. Accomplishment of pre-flight inspections.2. Rectification of any defect and damage affecting safe operation.3. Application of MEL / CDL4. Accomplishment of all maintenance, in accordance with the approved

aircraft maintenance program.5. Analysis of the effectiveness of the approved maintenance program.6. Accomplishment of any applicable:

1. AD’s,2. Operational directive with a continuing airworthiness impact.3. Continued Airworthiness Requirement established by DGCA.4. Measures mandated by DGCA in immediate reaction to a safety problem

7. Accomplishment of modifications and repairs.8. Establishment of an embodiment policy for non-mandatory

modifications and/or inspections.9. Maintenance check flights when necessary.

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Pre-Flight InspectionThe pre-flight inspection is intended to mean all of

the actions necessary to ensure that the aircraft is fit to make the intended flight.

The training standard for personnel performing the pre-flight inspection should be described in the operator’s CAME.

It should be demonstrated to DGCA that pre-flight inspection personnel have received appropriate training for the relevant pre-flight inspection tasks.

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OPERATOR CAR 145 Org.

Identifies PilotIdentifies

BAMEC Holder

Informs QM of CAR 145 Org.

QM of CAR 145 receives completed

training details

Carry out Class room Training and

OJT *

QM issues Pre-Flight

Authorization

*As per CAR •Section 2 •Series F •Part VIII Note:

1. Operator to monitor validity of PFA for pilot and initiate renewal process sufficiently in advance of expiry.

2. 145 Org. to monitor validity of PFA for BAMEL holder and initiate renewal process sufficiently in advance of expiry.

3. CAMO to ensure that PFI is carried by pilot / certifying staff having valid authorization.

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RECTIFICATION OF ANY DEFECT AND DAMAGE CAMO’s defect control system requires to monitor below defects and rectification to ensure the

Continuing Airworthiness of the aircraft :

1. Significant Incidents and Defects: monitor incidents and defects that have occurred in flight and defects found during maintenance and overhaul.

2. Repetitive Incidents and Defects: monitor on a continuous basis defects occurring in flight and defects found during maintenance and overhaul.

3. Deferred and Carried Forward Defects: Monitor on a continuous basis deferred and carried forward defects.

◦ Deferred Defects are defined as those defects reported in operational service which is deferred for later rectification.

◦ Carried Forward Defects are defined as those defects arising during maintenance which are carried forward for rectification at a later maintenance input.

4. Unscheduled Removals and System Performance: analyse unscheduled component removals and the performance of aircraft systems for use as part of the maintenance program efficiency.

To carry out this function, primary requirement is to get information pertaining to Reported / Observed Defects and rectification for all the aircraft managed on day-to-day basis.

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Preparation of MEL & CDL.

MEL is prepared based on the Approved MMEL issued by the manufacturer.

When ever MMEL is revised , MEL needs to be revised.

Before MEL is sent for approval to DGCA, it needs approval of the operator.

After the DGCA approval of MEL the copy of MEL will be kept on board the aircraft.

CDL is the part of the Flight Manual and need not be separately approved.

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Latest revision of MMEL

Check if revision affects aircraft

managed by CAMO

CAMO to make necessary

amendments to affected MEL items

Intimate DGCA regarding no

change in present MEL

CAMO to reflect revision change on

MEL

Forward amended copy to operator for

1. Preparing OPS procedure if required

2. Concurrence to amendment.

Forward revised MEL to RAO for approval (Discussions may

be required with RAO)

CAMO to send revised MEL to

operator to keep on board

No Yes

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RAO will forward to FID for there comments. (Discussions

may be required with FID)

Forward revised MEL to RAO for approval (Discussions may

be required with RAO)

After clearance from FID, RAO will approve MEL revision and

inform CAMO.

CAMO to publish and forward revised MEL to operator to

keep on board.

These activities may have to be done byNSOP operators if Required by RAO

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Application of MEL & CDL.Preamble will define the intervals for rectification of

defects:

1. CAT A- To be rectified as the remark in the interval column.

2. CAT B – To be rectified within 3 consecutive days ,excluding the invoking day.

3. CAT C- To be rectified within 10 consecutive days, excluding the invoking day.

4. CAT D- To be rectified within 120 consecutive days, excluding the invoking day.

5. ‘O’/’M’/’ETOPS’/’RVSM’ will be specified were applicable in the MEL.

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Application of MEL & CDL

Operator should have a system to ensure that all defects are rectified within the limits prescribed by the approved MEL or CDL as appropriate.

Such defect rectification cannot be postponed unless agreed by the operator and in accordance with a procedure approved by DGCA.

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Preparing Maintenance Program

Maintenance review board (MRB) report

Maintenance planning document (MPD)

Relevant chapters of the maintenance manual ( Chapter 5 )

Maintenance data containing information on scheduling for components.

Instructions issued by DGCA.

Instructions issued by the manufacturer.

Repetitive maintenance tasks derived from modifications and repairs

Instructions proposed by the owner

Applicable mandatory requirements (e.g. FAA ADs , DGCA Mandatory Mods)

The aircraft maintenance program must establish compliance with :

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Aircraft Maintenance

ProgramAMP

MRB reports

AMMs

CMMs

Repetitive Insp.

as per SB

Ch. 5

Mods & Repairs

Repetitive Insp.

as per SB

Operators/ Owners

Instructions

Maintenance Planning

DocumentsMPD

Reliability Monitoring

Eng. Condition MonitoringService Experience

AMPreview

z

Maintenance Schedule

A/F Eng. Comp.

Airworthiness

Directives

Advisory circulars

DGCA Mods

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Review of Maintenance Program

Review of Maintenance Program should always be carried out as per the:◦ Current maintenance data.◦ Continuous surveillance of the reliability◦ Health monitoring of the aircraft ◦ Engine Condition Monitoring◦ Service experience

The maintenance program details should be reviewed at least annually.

The aircraft should only be maintained to one approved maintenance program at a given point in time.

Where an owner or operator wishes to change from one approved program to other, a transfer check or inspection may need to be performed .

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Maintenance Data\Tech. Publications

Maintenance Data issued by manufacturer are:

AMMIPCWDMSRMCMMSB \ SIL’s

Maintenance Data issued by regulatory authority are:

AD’sMandatory Modifications.Operational Circulars for

operational requirements like RVSM etc.

Maintenance Data are issued by manufacturer and regulatory authority andare monitored for latest revision.

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Reliability ProgramReliability program should be developed for aircraft

maintenance programs based upon:1. MSG report. (Maintenance Steering Group)

2. Condition monitored components.

3. TBO / COSL.

The purpose of a reliability program is to ensure

that the aircraft maintenance program tasks are effective and their periodicity is adequate.

The reliability program may result in the escalation or de-escalation of a maintenance task.

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Action Plan for AD’s / Mandatory Mods.

Check FAA / EASA / DGCA website (www.dgca.nic.in, www.airweb.faa.gov/rgl, http://ad.easa.europa.eu/ ) at least once a week to identify the issuance of AD s / DGCA Mandatory Mods.

Study the applicability to the aircraft managed by CAMO.

Operators to be informed & necessary approval taken at the earliest taking into account the Compliance Period of AD / DGCA Mandatory Mod.

Inform approved 145 organization as contracted by Operator regarding procurement of material , tooling , equipment , specialized manpower and time slot for the compliance of the AD.

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Action Plan for AD’s / Mandatory Mods.

Issue a W/O along with a copy of AD , corresponding SB and any other relevant Maintenance Data to the approved 145 organization.

Monitor the compliance process ,receive back the completed W/O.

Update Log books & SB/AD/DGCA Mandatory Mod status records.

Inform Operators of the Compliance.

NOTE : Action to Telegraphic ADs (ADs having short compliance period) in immediate reaction to safety problem are critical. Immediate action should be taken.

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Study the applicability of ADs to the aircraft model managed

by CAMO

Check FAA/EASA/DGCA website once a week

Study the applicability of ADs affecting the aircraft managed

by CAMO

1. Keep a record for checked status.

2. No further action required

1. Keep a record of the scrutinized AD.

2. Make a logbook entry. For e.g. : ADXXX N/A

Reason:____

YES

NO YES

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YES

Inform Operator for approval with the

compliance period of AD

After receiving approval confirm

final plan for embodiment of AD

Inform 145 Org. to plan for action required for

the AD

CAMO to issue W/O to CAR 145 Org.

along with a copy of AD and relevant

Maint. DATA

CAR 145 org. to comply with the AD

and return the paperwork to CAMO

CAMO to scrutinize the paperwork, make the logbook entry and inform the

Customer

Note:1. Alert SB should be treated as

AD2. ADs / DGCA mandatory Mods

which are already actioned to be ratified in the Mod Committee meeting.

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Action required for SB & SLAlert SBs should be treated as ADs.

Recommendatory SBs and SLs should be collected at least once in a month.

These SBs and SLs are to forwarded to BMM , LMM , SM of Approved CAR 145 Organisation as appropriate for their study.

Mod Meeting to be conducted on regular basis under the Chairmanship of Accountable Manager with CAMO post holders, and LMM, BMM, SM of Approved CAR 145 by invitation.

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Action required for SB & SL

After discussions and deliberations , decision to be taken for acceptability of SBs and SLs.

In this meeting, Ads / DGCA Mandatory Mods which are already performed to be ratified.

Decision to be informed to the customer(s) for its Approval.

Based on the customer's decision further action to be taken.

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CAMO to collect all SB’s and SL’s at once in a

month

Identify SB’s / SL’s applicable to aircraft managed by CAMO

1. Keep record of scrutiny

2. No further action required

Prepare agenda to include SB’s / AD’s for

discussion in Mod Committee meeting

Send agenda to post holders of CAMO & BMM, LMM,SM of 145 org. opted by operator. Invite BMM, LMM, SM, for Mod.

Committee Meeting.

Not Applicable Applicable

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Discuss SBs / SLs as per the agenda

1. Keep the record of minutes of the meeting.

2. No further action required.Inform Operator

1. Keep the record of operators response.

2. No further action required.

Initiate action for compliance

Not Accepted Accepted

Not Approved Approved

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Customer Opted Modifications

If the Customer opted Modifications have STC , DGCA approval is required for the acceptance of STC.

If it is not having STC , then all the supporting documentary data has to be submitted to DGCA along with the evidence that all the relevant Regulations are complied with. DGCA evaluates such proposals and when satisfied , grant Approval to the Proposed Modification.

After DGCA acceptance of STC / Approval of the Modification , further action is to be taken.

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Does the Mod have STC

Submit Mod along with STC docs to

DGCA for acceptance of STC

Submit proposed Mod along with the

supporting data to DGCA for approval of

Mod.

Inform Operator

Inform Operator

Initiate action for Compliance

Yes No

Not Accepted Accepted Approved Not Approved

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Preparation of Maintenance Schedules

Maintenance Schedules are prepared based upon the DGCA approved Aircraft Maintenance Program (AMP).

AMP is intended to include scheduled maintenance tasks, the associated procedures and standard maintenance practices.

Maintenance Schedule is intended to embrace the scheduled maintenance tasks alone.

Maintenance Schedule are required for Aircraft, Engine and Component maintenance .

Maintenance Schedule should be prepared as per the CURRENT Maintenance Data

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Aircraft Continuing Airworthiness Record System The aircraft continuing airworthiness records shall consist of:

1. Aircraft \ Engine \ APU\ Radio logbook,

2. Engine logbook(s) or engine module log cards

3. Propeller logbook(s)

4. Log cards for any service life limited component as appropriate

Entries Required in the Aircraft Log Books :1. The aircraft type and registration mark,

2. Date, Total Flight Time and/or Flight Cycles and/or Landings

3. Status of Ads and DGCA Mandatory Mods.

4. Status of modifications and repairs

5. Status of compliance with maintenance program

6. Status of service life limited components

7. Mass and balance report

8. List of deferred maintenance

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Aircraft Continuing Airworthiness Record System Following information relevant to any component installed shall be

entered in the appropriate engine or propeller logbook, engine module or service life limited component log card:

1. Identification of the component. (Description, Part No., Sr. No.)

2. Accumulated total flight time and/or flight cycles and/or landings and/or calendar time, as appropriate of the Component

3. History of the component ( like SBs , Ads , DGCA Mandatory Mods , Life Limited Parts etc. )

Time and flight cycles at the completion of any maintenance when CRS is issued.

All entries made in the aircraft continuing airworthiness records shall be clear and Accurate.

Retention Period of Records shall be as per the requirements of CAR.

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Key For Effective Record System

Most important thing for Effective Record System is efficient COMMUNICATION LINK between :

Customer / Owner / Operator

CAMODivision

CAR 145

Division

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CAMO requires the following information at earliest:

1. Hours / Cycles / Landings on day-to-day basis.2. Completed Work Order for Scheduled / unscheduled

Maintenance Checks completed and CRS issued.3. Completed FRB pages4. Component Change.5. Defect reported and Rectification taken.6. Repairs / Modifications carried out.7. Embodiment of SBs and Ads.

Note: Records from as above should be provided by CAR 145 organization on regular basis, preferably online.

It is essential for CAR 145 Organisation to Record Revision status of the Maintenance Data used to carry out any type of Maintenance.

Key For Effective Record System

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Responsibilities for Continuing Airworthiness

CAMO responsibilities:

Timely identifying the maintenance events. (e.g. Scheduled Maintenance Check , Scheduled Component Change , Compliance of AD , Aircraft Weighing etc. )

Intimate Operator about the maintenance events and suggest tentative aircraft grounding plan.

Intimate CAR 145 Organisation about tentative aircraft ground plan and confirm the final plan. (after the Operator agrees to the proposed plan)

Issue appropriate W/O and Maintenance data to CAR 145 Organisation.

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Responsibilities for Continuing Airworthiness

Operator’s responsibilities:

Make the aircraft available at CAR 145 facility as per the agreed ground time.

Make required spares, material, current Maintenance Data available to the CAR 145 organisation.

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Responsibilities for Continuing Airworthiness145 Organization's responsibilities:

Carry out Maintenance as per the W/O issued by CAMO.Maintain Maintenance Standards as stipulated in CAR 145. Make proper documentation as required for the

maintenance performed.Make all efforts to complete maintenance within grounding

plan agreed by the Operator.In case, maintenance cannot be completed as planned due

to any reason, then :◦ Inform CAMO and Operator at the earliest.◦ Obtain approval for extended grounding time.

Forward the completed documentations to CAMO for Records.

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Occurrence Reporting Primary responsibility of Occurrence Reporting lies with the

Operator. The Report has to be sent to :

◦ DGCA

◦ Manufacturer of the Aircraft

◦ Regulatory authority of country of Aircraft Design / Manufacture

Report should include any identified condition of an aircraft or component which endangers flight safety.

Reports shall be made in a manner established by the DGCA and contain all pertinent information about the condition known.

Where an operator has contracted CAR 145 Organisation to carry out maintenance, the organisation maintaining the aircraft shall also report to the owner, the operator and CAMO.

Reports shall be made as soon as practicable, but in any case within 72 hours of the occurrence.

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Privileges of CAMO Privileges CAMO Approved in accordance with Section A, Subpart G of CAR-

M are:

1. Manage the continuing airworthiness of non-commercial air transport aircraft as listed on the approval certificate.

2. Manage the continuing airworthiness of commercial air transport aircraft when listed both on its approval certificate and on its Air Operator Certificate (AOC).

3. Arrange to carry out limited continuing airworthiness tasks with any contracted organisation, working under its quality system, as listed on the approval certificate

4. Extend, under the conditions spelt out in SUBPART I, an airworthiness review certificate (ARC), that has been issued by DGCA or by another CAMO approved in accordance with Subpart G (provided Approved CAMO has been granted with the privileges to issue/extend ARC as per Subpart I).

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Airworthiness Review Certificate Presently, DGCA issues/extends Certificate of Airworthiness (C of A) for a limited

period, depending on the age of the aircraft.

Aircraft Age Validity of C of A1. Upto 10 years 5 years2. 10 to 20 years 2 years3. Over 20 years 1 year

With the introduction of CAR M, validity of C of A will not be reflected on the certificate.

C of A will remain valid unless revoked by DGCA.

To ensure the validity of C of A , review of the aircraft and its continuing airworthiness records shall be carried out periodically.

An Airworthiness Review Certificate (ARC) is issued on completion of a satisfactory airworthiness review. ARC is valid for one year.

ARC can be issued/extended by DGCA or CAMO approved under CAR M, Subpart G having privileges under Subpart I.

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Airworthiness Review

To satisfy the requirement for continued validity of ARC (and C of A) Airworthiness Review of an aircraft, a full documented review of the aircraft records shall be carried out by the approved CAMO in order to be satisfied that:

1. Airframe, engine and propeller flying hours and associated flight cycles have been properly Recorded

2. Flight manual is to the latest revision status3. All the maintenance due on the aircraft according to

the approved maintenance programme has been carried out

4. All known defects have been corrected or, when applicable, carried forward in a controlled manner

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All applicable ADs have been applied and properly registered.

All modifications and repairs applied to the aircraft have been registered.

All service life limited components installed on the aircraft are properly identified, registered and have not exceeded their approved service life.

Current mass and balance statement reflects the configuration of the aircraft and is valid.

Aircraft complies with the latest revision of its type design approved/ accepted by the DGCA.

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CAMO airworthiness review staff shall carry out a physical survey of the aircraft:

For this survey, airworthiness review staff not appropriately qualified to the licensing requirements shall be assisted by such qualified personnel.

Through the physical survey of the aircraft, the airworthiness review staff shall ensure that:

1. All required markings and placards are properly installed.2. The aircraft complies with its approved flight manual.3. The aircraft configuration complies with the approved documentation.4. All defects rectified as per the approved maintenance data.5. No inconsistencies can be found between the aircraft and the documented

review of records.

Airworthiness review tasks can not be sub-contracted.

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Airworthiness Review CertificateAn airworthiness review certificate is issued in

accordance with CA form 15a or 15b on completion of a satisfactory airworthiness review.

CA form 15a is used by DGCA to issue ARC. On the same form extension can be given two times either by DGCA or CAMO approved under Sub-part G having privileges under Sub-part I.

CA form 15b is used by CAMO approved under Sub-part G and having privileges under Sub-part I for issue / extension of ARC.

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Application for CAMO approval under Sub-Part G

Application of issue of CAMO approval shall be made on CA form 2

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Application for CAMO approval under Sub-Part G

DGCA will carry out audit as per CA Form 13 (M.A. Sub-Part G Approval Report).

Organisation applying for approval should ensure the check list items are satisfactory prior to applying for approval.

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Summary of Continuing Airworthiness Management All continuing airworthiness management shall be carried

out according to the M.A Subpart C

For every aircraft managed, the approved CAMO shall:

Develop and control a maintenance program for the aircraft managed (including reliability program)

Present the aircraft maintenance program and its amendments to DGCA for approval.

Manage the approval of modification and repairs.

Ensure that all maintenance is carried out in accordance with the approved maintenance program.

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Summary of Continuing Airworthiness Management

Ensure that all applicable airworthiness directives and operational directives with a continuing airworthiness impact, are applied.

Ensure that all defects discovered during scheduled maintenance or reported are corrected by an appropriately approved maintenance organization.

Ensure that the aircraft is taken to an appropriately approved maintenance organisation whenever necessary.

Coordinate scheduled maintenance, the application of airworthiness directives, replacement of service life limited parts, and component inspection to ensure the work is carried out properly.

Manage and archive all continuing airworthiness records and/or operator's technical log.

Ensure that the mass and balance statement reflects the current status of the aircraft.

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M.T. 3 Quality System

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Introduction

Quality Assurance is a function within an Organisation to ensure that the Regulatory Requirements are met all the times.

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Necessity of Quality Audit

To ensure that the approved CAMO organisation continues to meet the requirements of Sub part G, it shall establish a quality system and designate a quality manager to monitor compliance with, and the adequacy of procedures required to ensure airworthy aircraft.

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Quality Assuranceis achieved by

carrying Regular Audits.

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Who carries out the audits Internal AuditorsExternal Auditors Regulatory Authority (DGCA)OperatorsAuditing Agencies on behalf of operators

Quality Audit

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What is quality audit

Quality Audit is a process to identify a GAP between what SHOULD be happening and what IS happening .

By reducing this gap to ZERO, organisation becomes fully compliant with the regulations.

Quality Audit

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Objective of the Quality System

The primary objective of the quality system is to enable the M.A. Sub part G organisation, to remain in compliance with the CAR M requirements.

An essential element of the quality system is the independent audit.

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The independent audit is an objective process of routine sample checks of all aspects of the M.A. Sub part G organization's ability to carry out continuing airworthiness management to the required standards. It includes some product sampling as this is the end result of the process.

The independent audit represents an objective overview of the complete continuing airworthiness management related activities.

Objective of the Quality System

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A. Checking compliance of Regulations through policies, processes and procedures written in the organization's documents like CAME,MOE,EPM.

B. Checking actual work carried out is as per the policies, processes and procedures written in the organization's above documents.

If both A & B are satisfactory it means that the organisation complies with the regulations and hence can deliver a quality product.

Methodology of Audits

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CAR M Para 712(d) states:

Where the organisation is approved in accordance with CAR M and CAR145, the quality system may be combined for both the organisation.

As per this Quality Audit Group is common for both CAMO and CAR 145 organisation.

The group is headed by a Quality Assurance Manager and assisted by Quality Auditors.

Quality Audit group in Air Works

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Duties & Responsibilities of Quality Assurance ManagerThe Quality Assurance Manager is responsible for the

effective functioning of CAMO through an independent audit system.

The Quality Assurance Manager reports to the Accountable Manager and is responsible for the following:1. To develop the audit check list commensurate with the function

and capability of CAMO.2. To draw out the yearly audit program to cover CAMO at all stations.3. To organize planned and unplanned audits of base and sub-bases.4. To submit audit reports to the Accountable Manager, Quality

Manager and Continuing Airworthiness Manager of the station audited.

5. To ensure that audit findings or discrepancies are corrected and records maintained.

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Independence Of Audit

The independence of the audit should be established by always ensuring that audits are carried out by personnel not responsible for the function, procedure or products being checked.

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Functions / Areas In CAMO Which Will Be Audited 1. Compliance of CAMO Procedures.2. Compliance of DGCA requirements.3. Availability of maintenance data (current and up to date)

for scope of CAMO approval.4. Availability of trained and qualified staff for CAMO

function.5. Training records of CAMO staff.6. Use of approved inspection schedules / procedure

sheets.7. Maintenance of records and documents.8. Housekeeping of premises.9. Any other items specific to the area of Audit.

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Elements of CAMO Audit

1. Development of Maintenance Programme2. Monitoring of Maintenance Programme3. AD Response Procedure.4. Maintenance Documentation5. Scrutiny of the Completed Work package6. Log Book7. History Cards 8. Computer Data Entry9. Retention and Storage of Airworthiness Records10.Minimum Equipment List

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Elements Of CAR 145 Organisation Audit By CAMO

1. Facilities 2. Personnel3. Equipment and tools4. Maintenance data5. Documents6. Records section7. A/c stores procedures8. Tools stores9. Maintenance procedure10.Forms & tags

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The independent audit should ensure that all aspects of M.A. Subpart G compliance are:

Checked annually, including all the sub-contracted activities and subdivided over the year period in accordance with a scheduled plan.

In addition , Audits ( with limited scope or full scope ) prior to External Audits , Findings in External Audits or Identification of Potential Risk due to our own experience or due to Industry experience.

At times surprise Audits can be carried out to confirm integrity of processes and procedures.

Frequency of Audit

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The independent audit does not require each procedure to be checked against each product line when it can be shown that the particular procedure is common to more than one product line and the procedure has been checked every year without resultant findings.

Where findings have been identified, the particular

procedure should be rechecked against other product lines until the findings have been rectified.

Scope of Audit

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Pre-Audit1. Intimation is sent to the head of department to be audited along with

the checklist.

Audit1. Audit is carried out as per the checklist in presence of the head of

department or his nominee.(Auditee)

2. During the audit notes are taken by the auditor about the samples audited and any observations.

Post-Audit 1. At the end of audit debriefing is given to the head of department and

other officers concerned.

2. In case of any nonconformity , Non compliance Report (NCR) is raised and handed over to the department head for further action.

Steps in Audit

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Audit is carried out using Check List appropriate to the activity / function being audited as a guide line.

Audit could be:A. Product Audit.

B. Process Audit.All the samples checked during the audit along with the

observations ( both – satisfactory and unsatisfactory ) are recorded in the “ AUDITOR'S NOTES “ sheets.

All the observations are communicated to the Auditee.Audit involves checking the records , inspecting the product

, interviewing the personnel involved in the activity etc. as required.

For Audit selection of sample size depends upon the significance of activity / function.

Audit Process

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In case of any Non compliance of the sample audited (Findings), more samples are audited.

At the end of the Audit, Post-Audit debriefing is given to the Head of Department and Auditee(s).

During this debriefing , Findings are discussed and Non Conformity Reports ( NCRs ) are finalized.

Audit Process

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NCR (s) are sent to the relevant department for rectification action giving target rectification dates.

Rectification dates is discussed with such department before the quality auditor confirms such dates in the report.

The relevant department is required to rectify findings and inform the quality manager or the quality auditor of such rectification.

Non - Conformity Report (NCR)

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Level 1: finding is any significant non-compliances with CAR-M requirements which lowers the safety standard and hazards seriously the flight safety.

Level 2: finding is any non-compliance with the CAR-M requirements which could lower the safety standard and possibly hazard the flight safety.

Audit Findings

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Corrective Action should not be limited only to the correction of deficiency found.

Root Cause Analysis must be done to identify deficiency/shortcoming in the process/procedure.

Corrective action should be for improvement in the process/procedure so that similar deficiencies will not reoccur in the system.

All efforts must be made to close the NCR before the agreed target date.

If for any valid reasons NCR cannot be closed , extension of the Target Date may be requested.

Process to close NCRs

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Whenever the action is considered not adequate the NCR will be kept open and this fact will be brought to the notice of the concerned department head by the QA Manager for desired corrective action and final closure of the NCR.

All unresolved issues where the NCRs are kept open will be discussed for early resolution and closure, in the Quality Audit review meeting held under the chairmanship of the Accountable Manager.

Open NCRs

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Revisit the same activity during the next Audit.

Audit different work area where similar activity is carried out.

Surprise Audits.

If number of findings is reduced or eliminated , it means that NCR closure action was satisfactory.

If findings similar those in previous Audits continue , it means that NCR was not closed satisfactorily to correct the Root Cause.

Analyzing the effectiveness of NCR Closure

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Action Taken Report (ATR)To give the feedback about the status of NCR closure to the

Accountable Manager on periodic basis Quality Assurance manager raises Action Taken Report and submits it to him.

Accountable Manager gives further instructions to close the NCR effectively.

As a part of surveillance inspection DGCA monitors effectivity of audits and NCR closure from ATRs.

ATRs generated during a calendar year are required to be submitted to DGCA during the annual organizational approval renewal.

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NCR form

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Role of the AuditeeAuditee is a representative of organisation.He should be professional in approach with the auditors.He should be knowledgeable in the area of audit.If he needs any expert assistance, he should not hesitate

assistance of other person.He should have positive approach to the audit.He should avoid to make loose statements without

substantiation.He should fully cooperate with the auditor .In case he rightly differs with the point of view of an auditor , he

should politely but firmly put forward his point of view.If any genuine finding or observation is made by an auditor, he

should not become defensive or take it as a personal deficiency.He should fully understand the exact nature of the finding , so

that proper and effective corrective action can be taken.

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Importance of Internal Audit

Internal audits :

1. Is a regulatory requirements .2. Are essential to ensure continued compliance of

regulatory requirements .3. Helps in continual improvement of existing

processes and procedures.4. Improvement in processes and procedures help

in improving the efficiency of the organisation .5. Is not a fault finding exercise .6. Helps organisation to be ready for the external

audits without unnecessary stress and anxiety.

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Role of Accountable Manager in Quality SystemAccountable manager has the overall responsibility

for the compliance of the regulation and delivering the quality of the services and products provided to the customer.

As per AMC M.A.712(a) :

◦The accountable manager should hold regular meetings with staff to check progress on rectification.

◦The accountable manager should hold meeting at least twice a year with the senior staff involved to review the overall performance and receiving at least a half yearly summary report on findings of non-compliance.

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Quality audits are essential to ensure compliance of regulations at all the times.

They help in improving the efficiency of the organisation through improvements in processes and procedures.

Organisation should have a positive approach towards the audit.

Audits are not for fault finding .Audit closure should address the solution for

correcting the root cause rather than only correcting the findings.

Summary of Quality Audit

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M.T. 4 Human Factors

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1. Theory behind Human Factors in aviation 2. Benefits to manage human factors. 3. Negative consequences and organizational

impact .4. Best practices to be able to manage the

human factor effectively

Contents

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"Human factors” is the study of the human as a central part of any system. Human factors identify the capabilities and limitations of humans and then adapt the human or the system components accordingly”.

Some authors refer to the Subject as “Human Factors" and some as ‘Ergonomics’. Some see "Human Factors" as a scientific discipline and others regard it as a more general part of the human contribution to system safety.

Both Human Factors and Ergonomics are primarily concerned with human performance and human behavior and for practical purpose, taken as referring to the same technology.

Human Factors apply knowledge of human behavior and attributes to the design of products, equipment, machines and large scale systems for human use.

Definition of Human Factor

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"Human Factors" is a multidisciplinary subject which includes such attributes as:

Human Physiology.Psychology (inducing perception, memory, social interaction,

error etc.)Work Place DesignEnvironmental ConditionsHuman-machine InterfaceSocial ScienceBiology andStatistics

Parameters deciding Human Factors

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1. Lack of Knowledge2. Distraction3. Fatigue4. Routine5. Lack of Resources6. Stress7. Communication8. Time Pressure 9. Personal Problems

Factors affecting Human Performance

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The use of the term "Human Factors" in the context of aviation maintenance engineering is relatively new. Aircraft accidents such as that to the Aloha aircraft in the USA in 1988 and the BAC 1-11-windscreen accident in the UK in June 1990 brought the need to address human factors issues in this environment into sharp focus.

Theory behind Human Factors

It can be helpful to use a model to aid in the understanding of human factors. or as framework around which human factors issues can be structured. A model which is often used is the SHELL model

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SHELL Model

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LH

EL

S

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Since Live ware is at the center of the model, all other aspects (Software, Hardware and Environment) must be designed or adapted to assist his performance and respect his limitations.

If these two aspects are ignored, the human in this case the maintenance engineer will not perform to the best of his abilities, may make errors, and may jeopardize safety.

SHELL Model

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Definition of components SHELL Model

S: (SOFTWARE) Misinterpretation of procedures, badly written manuals, poorly designed checklists. Untested or difficult to use computer software

H: (HARDWARE) Not enough tools. Inappropriate equipment, poor aircraft design for maintainability

E: (ENVIRONMENT) Uncomfortable workplace, inadequate hangar space. Extreme temperatures, excessive noise, poor lighting.

L: (LIVEWARE) Relationships with other people; shortage of manpower, lack of supervision, lack of support from managers .

Definitions

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Another Popular Model to define the Human Factors

EE

EP

P

PEEP Model

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Components of PEEP Model◦P: Paper Work◦E: Environment◦E: Equipment◦P: People

The Last E Defined in the Center of the Model is :

◦ E: Aircraft Maintenance Engineer

PEEP Model

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In 1940 it was calculated that approximately 70% of all aircraft accidents were attributable to man's performance, that is to say human error, When the International Air Transport Association (lATA) reviewed the situation 35 years later, they found that there had been no reduction in the human error component to accident statistics.

Human error has the greatest potential to adversely affect Contemporary aviation safety. In 1993 the Boeing Airplane Company analyzed 220 documented accidents and found the top three casual factors to be:

Design defects (33/220)Flight crew not adhering to procedures (70/220) Maintenance and inspection errors (34/220)

Analysis of Maintenance Error due Human Factors

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Human causes versus machine causes for the Accident

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It is seen that the machine causes for the aviation accident have come down presently due to advanced technology and design in aircraft systems while the human causes for accidents have increased.

Human error has the greatest potential to adversely affect Contemporary Aviation Safety

Analysis of the Graph

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Aircraft maintenance engineers work within a "system". There are various factors within this system that impinge on the aircraft maintenance engineer ranging from his knowledge, skills and abilities.

The environment in which he works to the culture of the organization for which he works. Even beyond the actual company he works for the regulatory requirements laid down for his trade clearly impact on his behavior. All aspects of this system may contribute towards errors that the engineer might make.

This is called the organizational culture. They will have their own company philosophy, policies, procedures, selection and training criteria, and quality assurance methods.

Impact of Organization’s Safety Culture

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Culture is not necessarily always generated or driven from the top of an organization (as one might think), but this is the best point from which to influence the culture.

An organization with a good safety culture is one, which has managed to successfully institutionalize safety as a fundamental value of the organization, with personnel at every level in the organization sharing a common commitment to safety.


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One of the key elements is support from the top levels of the organization. It is necessary for senior management to demonstrate their commitment to safety in practical terms, not just verbally or only as long as safety is a no-cost item.

It is all very well for an Organization to commit to putting in place, for example, a safety reporting and investigation scheme but if such a scheme is not resourced properly, or if safety recommendations are not acted upon it will be ineffective.

It is also important that such commitment to safety is long-term, and that safety initiatives are not the first items to be cut in terms of financial support when the organization is looking for cost savings.


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One of the basic elements of the aviation system is the decision maker (high level management) who is responsible for setting goals and for managing available resources to achieve and balance aviation's two distinct goals: safety and on-time cost effective transportation of passengers and cargo.

Why Errors are Committed. Inadequate pre-planning, equipment or spares Existence of time pressure At least one handover of work was involved Supervisors were doing hands on tasks There were staff shortages Occurrence of Interruptions during the task Manuals were confusing Failure to use approved data or procedures Almost all the features mentioned above are "organizational system"

related.

Management of Human Errors

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Safety culture is defined as the product of individual and group values, attitudes, perceptions, competencies and patterns of behavior.

In layman's terms it means:“The way things are done in this company”.

Safety Culture in Aviation

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Safety Culture is not only about the management's commitment to safety. It is also about the subsequent approach the staff takes to safety in the workplace.

Ideally management should seek to develop Learning Culture, that is capable of supporting the Company's business principles and safety objectives.

A good Culture should: Be supportive of the staff and management.Stimulate honest participation.Seek to learn from its mistakes and errors.Accept that mistakes will happen and encourage open

reporting.Treat those involved in the errors justly.

Styles of Safety Culture

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Studies into company cultures in many industries have identified that beneath the corporate culture; there can also be professional sub-cultures within the organization. This means that the approach taken to work by a group may differ to that which the company imagines.

One such professional sub-culture is the Maintenance Sub-Culture. There is no malice or ill intent in such sub-cultures, it just relates to the beliefs and understanding of that group and affects the way they work.

Sub-Culture in a Company

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It could be generalized as being: Engineers are trained problem- solvers and trouble-shooters. They are committed to their own safety standards; they often doubt the

need for all the controls, rules and auditing. They see adversity as a challenge. They Work in teams, but as individuals not as team players or use the

strength of the team. As with most people, engineers enjoy a little risk taking, although exciting,

it is error prone. Engineers have a macho attitude, evidenced by: They have' great faith in the ability to get the job done! They don't like to be seen as not knowing something about the aircraft! They are highly reliant on their ability to memories tasks, and even part

numbers! Related work they are poor communicator. They are resistant to being monitored, or supervised! They are prone to believing they know better than the company or

manufacturer's procedures.

Sub-Culture in Maintenance

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Maintenance managers are often happy to overlook issues, such as working from memory, whilst everything is going right, but may be quick to criticize if it goes wrong.

Commercial pressure frequently allows safety controls to be eroded. Although, it is known that engineers face adversity in the workplace every day, little is done to identify what, or indeed can fix the problems.

The leaders of Maintenance Organizations have an awareness of what is happening in the workplace, however, perhaps through pressures on them, they rarely use such controls as compliance monitoring or line supervision to identify workplace shortfalls.

Attitude of Managers towards Maintenance Sub-Culture

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Errors during Regular and Less Frequent Maintenance Tasks

A large proportion of maintenance tasks are fairly routine, such as regular, periodic checks on aircraft. Thus, engineers will use a certain set of procedures relatively frequently and slips and lapses can occur when carrying out procedures in the busy hangar or line environment.

Relatively frequently and slips and lapses can occur when carrying out procedures in the busy hangar or line environment.

In the "Repetitive Tasks", engineers will often- become so accustomed to doing a regular, often repeated task, that they will dispense with written guidance altogether.

It would be unrealistic and unnecessarily time consuming to expect them to constantly refer to familiar guidance material. However, errors may occur if they do not keep up-to-date with any changes that occur to these frequently used procedures.

These routine tasks are also prone to complacency, environmental capture and rule-based errors.

When undertaking less frequently performed tasks, there is the possibility of errors of judgment. If the engineer does not familiarize or familiarize himself properly with what needs to be done, he may mistakenly select the wrong procedure or parts.

Types of Error in Maintenance Task

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Error and Violation

An error is a human action (behavior) that unintentionally departs from the expected action (behavior).

A violation is a human action (behavior) that intentionally departs from the expected action (behavior).

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It is an unfortunate fact of life that violations occur in aviation maintenance. Most of the aviation personnel seldom do the acts of vandalism or sabotage. However violations represent a significant threat to safety as systems are designed assuming people will follow the procedures.

There are three types of violations:1. Routine violations2. Situational violations3. Exceptional violations

Violation in Aircraft Maintenance

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ViolationsRoutine ViolationThese are “common practice.”Often occur with such regularity that they are automatic. Violating this rule has become a group norm. Routine violations are condoned by management.

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ViolationsSituational Violation:

AME / technician strays from accepted practices, “bending” a rule. Occur as a result of factors dictated by the employee’s immediate work area or environment. Due to such things as…

Time pressure Lack of supervision Unavailability of equipment, tools, or parts Insufficient staff.

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Violations

Exceptional Violation:

Mechanic/inspector willfully breaks standing rules while disregarding the consequences.

These type of violation is very rare.

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Vision.Hearing.Attention and Perception.Situational Awareness.Memory.Claustrophobia, Physical Access and Fear of

Heights.Motivation.StressSleepFatigueAlcohol, medication and drugsPhysical Work

Human Performance and Limitations

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Visual Inspection

There are various steps that an engineer can take to help him carry out a reliable visual inspection.

The engineer should: Ensure that he understands the area, component or system he has

been asked to inspect (e.g. as specified on the work Card); Locate the corresponding area, component or system on the aircraft

itself: Make sure the environment is conducive to the visual inspection task

(considering factors such as lighting, access, etc.); Conduct a systematic visual search, moving his eyes carefully in a set

pattern so that all parts are inspected: Examine thoroughly any potential degradation or defect that is seen

and decide whether it constitutes a problem.

Procedures, Practices, Professionalism And Integrity

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Work Logging and Recording

This is one of the most critical aspects of communication within aviation maintenance, since inadequate logging or recording of work has been cited as a contributor to several incidents.

Even if engineers think that they are going to complete a job, it is always necessary to keep the record of work up-to-date just in case the job has to be handed over.

This may not necessarily be as a result of a shift change, but might be due to a rest break, illness, the need to move to another (possibly more urgent) task, etc.

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Basic rules of thumb to help aircraft maintenance engineers minimize poor communication are:

Think about what you want to say before speaking or writing;

Speak or write clearly;Listen or read carefully;Seek clarification wherever necessary

Communication Skills

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To maintain his currency, he must keep abreast of pertinent information relating to:◦ New aircraft types or variants;◦ New technologies and new aircraft systems;◦ New tools and maintenance practices;◦ Modifications to current aircraft and systems he works on;◦ Revised maintenance procedures and practices.

Engineers are likely to keep up-to-date by:◦ Undertaking update courses;◦ Reading briefing material, memos and bulletins;◦ Studying maintenance manual amendments◦ Responsibility for maintaining currency lies with both the individual engineer

and the maintenance organization for which he works. The engineer should make it his business to keep up-to-date with changes in his profession (remembering that making assumptions can be dangerous).

Knowledge Update

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1. Lack of communication

Use logbooks, worksheets, etc. to communicate and remove doubt.

Discuss work to be done or what has been completed.

Never assume anything.

The Dirty Dozen

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2. ComplacencyTrain yourself to expect to find a fault.Never sign for anything you didn't do [or see

done].

3. Lack of knowledge Get training on type aircraft.Use up-to-date manuals. Ask a technical representative or someone who

knows

The Dirty Dozen

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4. Distraction Always finish the job or unfasten the connection, Mark the

uncompleted work. Lock wire where possible.Double inspect by another or self.When you return to the job, always go back three steps. Use a detailed check sheet.

5. Lack of teamwork Discuss what, who and how a job is to be done.Be sure that everyone understands and agrees

The Dirty Dozen

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6. Fatigue Be aware of the symptoms and look for them in yourself and others. Plan to avoid complex tasks at the bottom of your circadian rhythm. Sleep and exercise regularly. Ask others to check your work.

7. Lack of Resources Check suspect are as at the beginning of the inspection and AOG the required

parts. Order and stock anticipated parts before they are required. Know all available parts sources and arrange for pooling or loaning.

Maintain a standard and if in doubt ground the aircraft.

The Dirty Dozen

8. Pressure Be sure the pressure isn't self-induced.Communicate your concerns. Ask for extra help. Just say 'No'. 9. Lack of assertiveness If it's not critical, record it in the journey log book and only

sign for what is serviceable.Refuse to compromise your standards.

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The Dirty Dozen

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10. Stress

Be aware of how stress can affect your work.

Stop and look rationally at the problem.

Determine a rational course of action and follow it.

Take time off or at least have a short break.

Discuss it with someone.

Ask fellow workers to monitor your work.

The Dirty Dozen

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11. Lack of awarenessThink of what may occur in event of an accident. Check to see if your work will conflict with an existing modification

or repair. Ask others if they can see any problem with the work done.

12. NormsAlways work as per the instructions of have the instruction changed. Be aware the "norms" don't make it right

The Dirty Dozen

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Good Communication:

Good communication is important in every industry. In aircraft maintenance engineering, it is vital. Communication, or more often a breakdown in communication, is often cited as a contributor to aviation incidents-and accidents

Managing Errors

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Team Work

Working as part of a team has a number of potential benefits which include:

Individuals can share resources (knowledge, tools, etc.);They can discuss problems and arrive at shared solutions;They can check each others work (either "officially"or"unofficially").Teams can be encouraged to take ownership of tasks at the working

level. This gives a team greater responsibility over a package of work, rather than having to keep referring to other management for authorization, support or direction. However, groups left to their own devices need proper leadership

Managing Errors

The Best Practice to avoid the Human Errors

Operators can replace a negative "blame and train" pattern with a positive "blame the process not the person" practice.

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Managing Errors

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M.T. 5 AWI Continuous Airworthiness Management Procedures

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Evolve system to receive regular data from all stations.Provide quick response to customers on their queries. (Not

more than 4 Hours)Provide regular feedback to Customers on status of their

aircraft.Provide timely data inputs to 145 organization.(All India

Bases)Evolve system & procedures to provide constant & regular

feedback. (All India Bases)Implement systems & procedures to improve performance.Provide online connectivity to all bases & to the customers.Feedback to Customer should be with ZERO error.

New Procedure for AWI CAMO

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New Procedures for AWI CAMO

Aircraft daily status to be communicated by all stations to Mumbai in the morning.

Decision on compliance of AD, SB, modifications etc. to be taken through a committee & customer to be kept in the loop.

Maintenance schedules will be prepared & processed by Tech. Services for approval by DGCA.

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CAMO’s Vision

Zero Error

Zero Customer complaints

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Work Flow Processfor

Base Maintenance Checks

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CAMO Planning Division

Prepares Maintenance Advice 6 Months in

Advance

Informs Operator / OwnerMaintenance PPC

(Planning Chasers)

BMM for Ground Time and Spares Requirement

1st StepPreparation

Procedures for base Maintenance checks (AMC Customers)

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BMM in consultation with AME decides on ground

time & spares requirement & raises an Indent.

Informs CAMO planning Division on ground time

Informs Customer / Owner about Ground time &

Spares requirement for approval after the spares Quotations are received

2nd StepCollecting

Information

Maintenance PPC receives Information & the indent.

Provides Spares QuotationsSends Indent

Informs STORES for Spares Quotations


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1. CAMO rechecks the Maint. Advice & revises if required. Incase of Revision steps 1 & 2 are repeated.

2. Schedules meeting between Customer, BMM & CAMO. Freezes the work scope, grounding time & date of Grounding & on other actions required to be taken.

STORES to procure spares

3rd Step

Finalizing Plans04 months before the

Due Date

BMM

Maintenance PPC

02 Months prior to the Due

Date

Issues Work Order

02 Months prior to the Due

Date

Sends P.O.

Sends Work Order

Follows up

Execution by AME

Follow up ActionFollow up Action


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AME closes the Work Order & sends the details

4th StepExecution

Maintenance PPC checks for Man hours, Billable man

hours, spares cost & calculates

final costing

Maintenance PPC :-1) Monitors Work Progress of Aircraft.2) Provides constant feedback to the

customer.3) Co-ordinates constantly with BMM /

AME for progress of work4) Keeps record on Man Hours ( Total Man

hours & Billable Man Hours)

CAMO Planning for Final Scrutiny

Finance for final billing

Feeds the data in the Share PointAccounting Software.

Stores provides spares & its cost


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Procedures for Un-Scheduled work / additional findings

AME informs of Additional work &

Ground Time through BMM

Informs Customer for written approval for extension of ground

time & spares requirement



Informs Stores for Spares quotations

AME closes the work order after

completion of work

Provides Spares Quotations

Sends Approval

Maintenance PPC

Issues W/O

Sends Closed W/O



final costing

Sends details for

Final Scrutiny


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Procedures for base Maintenance checks (NON AMC Customers)


Non AMC Customers Maintenance PPC (Planning Chasers)

BMM for Ground Time and Spares Requirement

Discussion on Work Scope

Gives Ground Time &

Spares requirement

Provides Feedback

Informs STORES for Spares Quotations

Provides Spares Quotations

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CAMO Planning

STORES to procure spares

BMM

Maintenance PPC

Issues Work Order Sends P.O.

Sends Work Order

Follows up

Execution by AME


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AME closes the Work Order & sends the details



final costing

Maintenance PPC :-1) Monitors Work Progress of Aircraft.2) Provides constant feedback to the

customer.3) Co-ordinates constantly with BMM /

AME for progress of work4) Keeps record on Man Hours ( Total Man

hours & Billable Man Hours)

CAMO Planning for Final Scrutiny



Stores provides spares & its cost


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• Monitoring of Daily Aircraft Status:-

1. Daily reporting form is being filled after the last flight of the day.

2. It should be E-mailed everyday by 10.00 AM to Mumbai from all stations along with the scanned copies of FRB Pages. (Attach the Daily Reporting Form).

3. In case of no flight, the form should be filled marked as “N/A” signed by the sender and e-mailed.

4. Technical Records will cross-check the details from FRB.

Planning and Technical Services

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• Reviewing and Tracking of Work Order:

1. The work order is being issued by Planning department to carry out the specified tasks.

2. The details of information in an work order:-

3. After carrying out the tasks, same should be reflected on the work order in “Action taken Column”.

4. Tech service will review the workorder for completeness (Signatures of AME and Technicians / Recording of Off/ On P/N and S/N, Recording of any Mod No. according to which the work has been done) and subsequently log book entry will be made for the same.

5. Updation in computerized programme related to mandatory Mod, Component removal / replacement, scheduled inspection.

6. Subsequently the workorder will be sent to Finance for billing to customer.

7. Closing of workorder to be done by planning


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Components history cards◦Life limited components replacement will be updated in

history cards

Updation of the oil consumption register (ETOPS implications to be covered)◦Based on FRB Pages the oil consumption register is to be

updated for each sector of the flight.

Updating the MEL register◦MEL Register will be updated after invoking / revoking of any

items covered under MEL. The status will be taken from FRB Pages


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Updating the PDR register.1. Based on FRB Pages the PDR pages is to be updated

for each sector of the flight.

Updating the Accident/Incident File.1. Whenever there is any accident / incident occurs,

the same will be intimated to Regional DAW and DAS by QM / CAM immediately and the in-house file will be updated accordingly.

2. Subsequent rectification of the same will be informed.


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Completing the warranty claims forms.◦ Any component removed should be sent by an AME to the store without any delay.◦ The components should be sent along with the serviceable / unserviceable tag to

store and the work order should be sent to planning along with the copy of tag.◦ Subsequently the warranty claim form will be completed and submitted to

customer at the earliest.◦ Also, If there is any man-hours / modification kit warranty reflected in the SB, which

is under warranty, the warranty form attached with the SB, will be completed and sent to customer.

• FDR Data dumps – schedules and process.◦ Work order will be issued to carry out for FDR data dumping. As per FDR Model,

data dump will be carried out by either M/S Nest Avionics or AME. If data dump is carried out by an AME then the same will sent to M/S nest Avionics for read-out.

◦ Subsequently FDR reports received from MS/S Nest Avionics will be reviewed by Tech Services for any defects and one copy of the same will be sent to DGCA, New Delhi.


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Preparing the FRBThe format will be prepared as per CAR and operators

requirement.

• Special Operations Approvals such as ETOPS1. On the basis of customer request, Tech services prepare

ETOPS, RNP, RVSM, RNAV, MNPS manuals prepared.2. It requires, operation implications, type of items/

equipment installed, manufacturer recommendations/ any special requirement specified in CAR.

3. The same is being reviewed by CAM / QM and will be approved by DGCA.


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• Auditing the “weight schedule” function.1. Computation and preparation of the weight schedule based on

the last weighing report for the new aircraft being inducted in to the company.

2. Periodic weighing will be done of the aircraft as per CAR Requirements and weight schedule will be prepared subsequently and the same will be approved by DGCA.

3. If there is any weight change (Not more than 0.5%) the entry will be made into weight growth register.

4. After carrying out any Major Mod / repair (More than 0.5%), weighing is to be done and accordingly weight schedule will be computed by Tech Services and approved by DGCA.

5. The new operating weight will be painted on the rear of the fuselage and accordingly weight schedule will be amended.


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AWI CAMO capabilityAWI CAMO can Manage following aircraft:

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AWI CAMO capabilityAWI CAMO can Manage following aircraft:

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M.T. 6 On Job Training

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1. Preparation of Maintenance Program2. Preparation of MEL3. Preparation of FRB4. Preparation of Maintenance Schedule5. Preparation of Forecasting of Maintenance event (Due List)6. Actioning of ADs7. Issuance of Work Order8. Preparation of Work Package9. Scrutiny of Work package10. Log Book updation including hours / cycles.11. Updation of History Cards.12. Defect Monitoring procedure.13. Oil Consumption Records.14. Airworthiness Review Procedures( Presently ARA/Cof A

renewal)

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Thank You

Hope all of you enjoyed the brief journey of CAR –M