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CONTINUING AIRWORTHINESS ENGINEERING (CAE) 4000 SERIES REGULATORY ARTICLES

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FOREWORD 1. Military Aviation Authority. The Military Aviation Authority (MAA) is the single independent regulatory body for all Defence aviation activity. As the ‘Regulator’, Director MAA (D MAA) is accountable to SofS, through the Defence Safety Authority (DSA) for providing a regulatory framework, given effect by a certification, approvals and inspection process for the acquisition, operation and airworthiness of ►Air Systems◄ within the Defence aviation environment. Through Director General (DG) DSA, D MAA is responsible for providing assurance to SofS that the appropriate standards of military Air Safety are maintained. DG DSA is the Convening Authority for Service Inquiries into aircraft occurrences.

2. Regulatory Structure. D MAA is the owner of the MAA Regulatory Publications (MRP) and has the authority to issue them on behalf of the SofS. There are 3 levels of documentation within the MRP, as outlined below:

a. Overarching documents:

(1) MAA01: MAA Regulatory Policy.

(2) MAA02: MAA Master Glossary.

(3) MAA03: MAA Regulatory Processes.

b. Regulatory Articles (RA):

(1) 1000 Series: General Regulations (GEN).

(2) 2000 Series: Flying Regulations (FLY).

(3) 3000 Series: Air Traffic Management Regulations (ATM).

(4) 4000 Series: Continuing Airworthiness Engineering Regulations (CAE).

(5) 5000 Series: ►Type Airworthiness Engineering Regulations (TAE)◄.

c. MAA Manuals:

(1) Manual of Air Safety.

(2) Manual of Post-Crash Management.

(3) ►◄

(4) Manual of Military Air Traffic Management.

(5) Manual of Aerodrome Design and Safeguarding.

(6) Display Flying Handbook.

(7) Defence Aerodrome Manual.

(8) Manual of Maintenance and Airworthiness Processes (MAP-01).

(9) Manual of Maintenance and Airworthiness Processes Supplement - MOD Form 700 Series of Forms (MAP-02).

The contents of each series are published on the MAA website, www.gov.uk/maa.

http://www.gov.uk/maa

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3. Applicability. Unless specifically excluded, the MRP documents, RAs and Manuals apply to any personnel be they civilian or military involved in the ►certification◄, design, production, maintenance, handling, control or operation of ►Air Systems◄ on the UK Military Aircraft Register (MAR) and associated equipment1, under MAA regulations, in accordance with Chapter 4 of MAA01. 4. Scope of Activity. The MAA has full oversight of all Defence aviation activity and undertakes the role of the single regulatory authority responsible for regulating all aspects of Air Safety across Defence. 5. Military Applicability. The RAs within the MRP (also referred to as “the Regulations”) are Orders within the meaning of the Armed Forces Act. The MRP has primacy over all other Defence aviation orders or instructions, except insofar as any regulation therein has been superseded by a Regulatory Notification. 6. Equal Opportunities Statement. All reference to the masculine gender (he, him and his) is to be taken to include the feminine gender (she, her and hers). 7. Responsibilities. The Regulations contained within the MRP do not absolve any person from using their best judgement to ensure the safety of ►Air Systems◄ and personnel. Where safety or operational imperatives demand, the Regulations may be deviated from provided that a convincing case can be offered in retrospect. Where authorized individuals issue their own amplifying orders or instructions, they must be based on the Regulations and they must not be more permissive. 8. Regulatory Notifications. Where the routine amendment process for the MRP is not sufficiently agile, to effect timely communication of regulatory changes, the MAA will employ one of 2 types of notification, dependent upon the nature of the information conveyed:

a. Regulatory Notice. A Regulatory Notice (RN) will notify changes in structures, procedures, regulations, or provide operational or engineering guidance. b. Regulatory Instruction. A Regulatory Instruction (RI) will provide mandatory operational or engineering direction.

9. Notifications will be approved at the appropriate level within the MAA depending on type, complexity and whether the Notification is contentious. They will be promulgated to those with delegated/contracted responsibility for Air Safety such as Aviation Duty Holders (ADH) within the Services and Accountable Managers within Industry. Recipients will be required to acknowledge receipt and copies of the notifications will also be published on the MAA website. Receiving organizations are responsible for cascading notifications internally in an effective way. 10. Regulatory Waiver/Exemption. Temporary waivers (for a specified period) or permanent exemptions from extant regulations may be employed2 at the request of a Regulated Entity. For regulatory waivers or exemptions, the process outlined in MAA03 is to be used. 11. Alternative Acceptable Means of Compliance (AAMC). Where the Regulated Entity believes there is an alternative way of satisfying the intent of a Regulation, it may utilise the AAMC process outlined in MAA03 to apply to the MAA for approval. 12. Commercial Implications. The MRP will be applied through contract to those commercial organizations designing, producing, maintaining, handling, controlling or 1 Including Air Traffic Management (ATM) and Aerospace Battle Management (ABM). 2 When approved by the Regulator.

https://www.gov.uk/government/publications/maa01-military-aviation-authority-maa-regulatory-policy

https://www.gov.uk/government/organisations/military-aviation-authority

https://www.gov.uk/government/publications/maa03-military-aviation-authority-maa-regulatory-processes


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operating ►Air Systems◄ on the UK MAR and associated equipment1. Compliance with these Regulations will not in itself relieve any person from any legal obligations imposed upon them. These Regulations have been devised solely for the use of the UK Ministry of Defence (MOD), its contractors in the execution of contracts for the MOD and those organizations that have requested to operate their ►Air Systems◄ on the UK MAR. To the extent permitted by law, the MOD hereby excludes all liability whatsoever and howsoever arising (including, but without limitation, liability resulting from negligence) for any loss or damage however caused when these Regulations are used for any other purpose. Contractors should be aware of the risks associated with following legacy Regulation and policy which is obsolescent and therefore no longer supported. All future contracts and contractual amendments should ensure that the requirement to comply with the extant MRP is captured at date of contract let or amendment. The MAA will continue to monitor this situation through audit and inspection. 13. Amendment. Sponsorship of the MRP and the authorization of amendments are the responsibility of D MAA. Proposals for amendments to the MRP can be made in accordance with Chapter 4 of MAA01 - MAA Regulatory Policy and MAA03 - MAA Regulatory Processes. < Original signed > J C DICKSON Group Captain Deputy Head (Regulation) Military Aviation Authority ►22 Aug 16◄



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4000 SERIES (CAE) REGULATORY ARTICLES

1. The CAE series of RAs support preventive and corrective maintenance standards that can affect continuing airworthiness and hence influence Air Safety. It is currently undergoing substantial development, with a view to reduce the total number of RAs, align the regulatory requirements placed on military and contractor-run organizations and to introduce consistent MAA language throughout those RAs that were originally drawn from the former JAP100A-01. Currently published as an interim step during this developmental period, the CAE 4000 series comprises 3 streams:

a. The RA4800-4849 series (MRP Part 145) regulates many of the core maintenance activities of both military-run maintenance organizations (known as Military Maintenance Organizations (MMOs)) and contractor-run maintenance organizations (known as Approved Maintenance Organizations (AMOs)). The approval of AMOs to conduct aircraft and/or aircraft component maintenance through the Maintenance Approved Organization Scheme is also governed through this series of RA; however, since there is not currently a requirement for MMOs to gain such approval, various regulatory exemptions for MMOs are contained in relevant RAs. This series of regulation is further explained in RA4800 - General Requirements (MRP Part 145). Although originally drawn from the former DefStan 05-130 Pt 1, the RA4800-4849 series has since been influenced by the European Military Airworthiness Requirement 145 and, in may places, contains differing AMC and GM for MMOs and AMOs. For MMOs, these RAs are also supported by the MAP-01.

b. The RA4000-4700 series is drawn from the former JAP100A-01 and must be used to support Service CAE practices. It must be noted that these RAs are very much an interim step and the formal MAA language adopted throughout the remainder of the MRP are not as yet rigorously enforced in these RAs. The Regulation is contained in the RAs, but the AMC and GM remain intermingled within the referenced MAP-01 chapters. Although the requirements within this series are primarily applicable to DE&S Project Teams (PTs) and MMOs, AMOs must also abide with their requirements if they apply to activities within the scope of work that they conduct. Future development of this series will further clarify their applicability.

c. The RA4900 to RA4999 series of RAs covers the management of Continuing Airworthiness across the Military Air Environment, also referred to collectively as the “MRP Part M” regulation set. RA4941 to RA4956 govern the establishment and function of Continuing Airworthiness Management Organizations (CAMOs), referred to collectively as the “MRP Part M Sub Part G”. RA4970 to RA4974 govern CAMO Airworthiness Reviews, referred to collectively as the “MRP Part M Sub Part I”.

2. The CAE 4000 series is supported by 2 manuals, as shown below:

a. Maintenance and Airworthiness Processes (based on the former JAP100A-01).

b. Maintenance and Airworthiness Processes Supplement – MOD Form 700 Series of Forms (based on the former JAP100A-02).

3. The CAE 4000 Series is owned by Dir (Tech). Table D-1 below shows the current documents, along with the associated Regulation titles.

Table D-1. 4000 Series (CAE) Regulatory Articles

RA NUMBER

RA DESCRIPTION SUB RA

RA 4009 Station, Ship, Unit and Squadron, Unit Aviation Engineering Orders

4009(1): Station, Ship, Unit and Squadron, Unit Aviation Engineering Orders

RA 4050 Maintenance of Remotely Piloted Air Systems (RPAS)

4050(1): Maintenance of RPAS

4050(2): Withdrawn - Incorporated into RA4806(10)

RA 4051 Flight Testing of Aircraft 4051(1): Flight Testing of Aircraft

4051(2): Flight Test Schedule

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RA NUMBER


RA 4052 Engineering Aspects of Physical Security of Aircraft at Foreign and UK Civilian Airfields


RA 4053 Royal Flights ►and Flights for Nominated Very Important Persons◄

4053(1): ►Air System Selection and◄ Preparation

4053(2): ►Withdrawn - Incorporated into RA4053(1)◄

RA 4054 Ground Handling of Aircraft

4054(1): Qualification of Personnel

4054(2): Ground Handling Operation

4054(3): Ground Handling Supervision

RA 4055 Fuelling Operations for Aircraft on the Ground

4055(1): Ground Fuelling Operations – Personnel

4055(2): Ground Fuelling Operations – Considerations

RA 4056 Anti-Icing and De-Icing of Parked Aircraft

4056(1): Parking of Aircraft in Icing Conditions

4056(2): Timing of Aircraft De-icing

RA 4057 Flight Servicing 4057(1): Withdrawn - See Rationale

RA 4058 Flight Servicing Competency Checks 4058(1): Withdrawn - Incorporated into RA4807(4)

RA 4059 Continuous Charge 4059(1): Continuous Charge

RA 4060 Chemical, Biological, Radiological And Nuclear Decontamination and Protection

4060(1): CBRN Decontamination Action

4060(2): CBRN Decontamination Prioritisation

RA 4061 Aircraft Abnormal Flying Characteristics

4061(1): UFCM Occurrence Reporting

4061(2): Rogue Aircraft

RA 4062 Embarked Aviation 4062(1): Withdrawn - Incorporated into RA4805(3)

RA 4063 Replenishment of Liquid and Gaseous Oxygen Systems in Exceptional Circumstances

4063(1): Withdrawn - See Rationale


RA 4101 Aircraft Cabin Pressure Testing – Safety Health Environmental and Fire Precautions



RA 4102 Biological Security 4102(1): Withdrawn - See Rationale

RA 4103 Decontamination of Aircraft after Spillage of Body Fluids

4103(1): Decontamination of Aircraft after Spillage of Body Fluids

RA 4104 Control of Compressed Gas and Pneumatic Lubricating Equipment


RA 4150 Training and Competence


4150(2): Defence Systems Approach to Training Quality Standard (DSAT QS)

RA 4151 Engineering Authorizations 4151(1): Withdrawn - Incorporated into RA4806(5)

RA 4152 Recording of Engineering Authorizations



RA 4153 Signatures on Maintenance Documentation


RA 4154 Aircraft Ground Engineers 4154(1): Withdrawn - Incorporated into RA4806(5)

RA 4155 Self-Supervision 4155(1): Withdrawn - Incorporated into RA4806(5)

4155(2): Identification of Self-Supervised Tasks

RA 4156 Elementary Self-Supervision 4156(1): Withdrawn - Incorporated into RA4806(5)


RA 4158 Authorization of Aircrew to carry out Aircraft Maintenance Work


RA 4159 Operation of Air Transport Systems by Movements Personnel


RA 4161 Contractors’ Working Parties Maintaining Aircraft at Stations, Ships and Units





RA NUMBER


RA 4200 Maintenance Policy – General 4200(1): Withdrawn - See Rationale


RA 4201 Maintenance Policy – Composite Materials

4201(1): Composite Materials Maintenance

4201(2): Composite Materials Awareness and Husbandry

4201(3): Recording of Composite Materials Related Maintenance

RA 4202 Maintenance of Aircraft in Multi-Service Environments


RA 4203 Preventative Maintenance 4203(1): Preventive Maintenance

RA 4204 Lifing of Aerospace Components 4204(1): Lifing of Aerospace Components

RA 4205 Corrective Maintenance

4205(1): Principles of Inspect and Repair as Necessary


4205(3): Corrective Maintenance Capabilities

4205(4): Pre-Flight Faults

4205(5): In-Flight Corrective Maintenance

4205(6): Faults Arising during Continuous Charge

4205(7): Aircrew Accepted Faults

4205(8): Aircrew Reporting of Faults

RA 4206 Deferment of Maintenance – Guidance on the use of Limitations and Acceptable Deferred Faults


RA 4208 Dehumidification of Aircraft 4208(1): Dehumidification of Aircraft

RA 4210 Anti-Deterioration Maintenance of Equipment In Store

4210(1): Anti-Deterioration Maintenance of Equipment in Store

RA 4211 Ground Training Aids 4211(1): Withdrawn - Incorporated into RA4212

RA 4212

Ground Instructional Aircraft and Aero-Engines, and the Control of Components used in Simulators or as Ground Training Aids

4212(1): Allocation of Aircraft and Components to Training

4212(2): GIA and GTA Categorization

4212(3): GIA, GTA and Flight Simulator Component Control

4212(4): GIA Maintenance and Management

Note: GTA Maintenance and Management

RA 4213 Control of Aircraft Components used in Ground Test Facilities

4213(1): Control of Aircraft Components used in Ground Test Facilities

RA 4214 Support Policy Statements 4214(1): Support Policy Statements

RA 4250 Management of Hand Tools and Test and Measuring Equipment



RA 4251 Tool Control Procedures 4251(1): Withdrawn - Incorporated into RA4808(2)

RA 4253 Loose Articles – Precautions and Recovery Procedures

4253(1): Responsibilities of Ground Crew or Passengers

4253(2): Loose Article Searches

4253(3): Release of Aircraft Following Unsuccessful Loose Article Search

RA 4254 Local Manufacture of Parts for Aircraft and Airborne Equipment


RA 4255 Electrical Bonding and Earthing of Aircraft and Associated Ground Support Equipment

4255(1): Electrical Bonding and Earthing of Aircraft and Associated Ground Support Equipment(GSE)

RA 4256 Aircraft Weighing 4256(1): Aircraft Weighing

RA 4257 Surface Finish of Military Air Environment Equipment

4257(1): Surface Finish of Military Air Environment Equipment



RA NUMBER


RA 4260 Checks on Helicopter Blades and Tail Pylons after Spreading using Automatic or Semi-Automatic Systems

4260(1): Checks on Helicopter Blades and Tail Pylons after Spreading Using Automatic or Semi-Automatic Systems

4260(2): Checks after Spreading/Folding System Disturbance

RA 4261 Aircraft Independent Inspections 4261(1): Withdrawn - Incorporated into RA4815(2)

RA 4262 Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment


RA 4263 Shift and Task Handover 4263(1): Withdrawn - Incorporated into RA4811(3)

RA 4264 Welding of Aircraft Parts 4264(1): Authorization of Welding

4264(2): In-Situ Welding

RA 4265 Laser Equipment Maintenance 4265(1): Withdrawn - See Rationale

RA 4266 Re-Use of Self Locking Fasteners 4266(1): Re-use of Self-locking Fasteners

RA 4300 Certification of Aircraft Maintenance Documentation


RA 4302 MOD Form 700 Documentation 4302(1): Withdrawn - incorporated into RA 4813(1)

RA 4303 Logistic Information Systems 4303(1): Interface of an LIS

4303(2): Complementary requirements of an LIS

RA 4304 Electronic Certification of Aircraft Maintenance


RA 4305 Electronic Documentation of Aircraft Maintenance

4305(1): Electronic Documentation of Aircraft Maintenance

RA 4306 Management of Arisings Within a Ground Maintenance System (GMS)

4306(1): GMS functionality requirements


RA 4307 Fault Reporting 4307(1): Withdrawn - Incorporated into RA4814(1)

RA 4311 Retention of Military Aviation Engineering Documentation


RA 4312 Scanning and Electronic Storage of Military Aviation Engineering Documentation


RA 4350 Through Life Management of Technical Information

4350(1): Through Life Management of Technical Information

RA 4351 Production and Maintenance of Maintenance Schedules

4351(1): Production and Maintenance of Maintenance Schedules

RA 4352 Production and Maintenance of Flight Test Procedures

4352(1): Production and Maintenance of Flight Test Schedules

RA 4353 Amendment to Technical Information 4353(1): Withdrawn - Incorporated into RA4810(3)

RA 4356 Topic 2(N/A/R) – General Orders, Special Instructions and Modifications

4356(1): Topic 2(N/A/R) – General Orders, Special Instructions and Modifications

RA 4401 Transfer of Aircraft and Equipment 4401(1): Transfer of Aircraft and Equipment

RA 4402 Technical Equipment – Conditioning and Preparation for Movement or Storage


RA 4403 Expedient Repair 4403(1): Expedient Repair

RA 4405 Assessment, Categorization and Repair of Aircraft and Aircraft Structural Components


RA 4406 New Repair Instructions and Aerospace Equipment Design Requests


RA 4457 Special Instructions (Technical) 4457(1): Special Instructions (Technical)

RA 4462 Aviation Local Technical Instructions 4462(1): Raising ALTIs

4462(2): ALTI Restriction



RA NUMBER


RA 4500 Health and Usage Monitoring

4500(1): Application of Health and Usage Monitoring Systems (HUMS)

4500(2): Exploitation of HUMS

RA 4501 Vibration Control 4501(1): Vibration Control

RA 4502 Wear Debris Monitoring 4502(1): Applicability of Wear Debris Monitoring (WDM)

4502(2): Frequency of WDM Sampling

RA 4503 Hydraulic Oil Monitoring

4503(1): Hydraulic Monitoring – Aircraft

4503(2): Hydraulic Monitoring – Aerospace Ground Equipment (AGE)

RA 4504 Non-Destructive Testing 4504(1): Withdrawn - See Rationale

RA 4507 Aircraft Environmental Damage Prevention and Control

4507(1): Platform Environmental Damage Prevention and Control (EDPC) Programme

4507(2): Component Environmental Damage Prevention and Control Programme

RA 4509 Aircraft Domestic Water 4509(1): Withdrawn - See Rationale

RA 4510 Ground Running of Aero-Engines and Auxiliary Power Units

4510(1): Ground Running of Aero-Engines and APUs

RA 4514 Contaminated Breathing Oxygen 4514(1): Contaminated Breathing Oxygen

RA 4515 Fuels, Lubricants and Associated Products

4515(1): Use of Standardized FLAP

4515(2): Use of AVTUR/FSII (F-34)

RA 4550 Electrical Wiring Interconnect System 4550(1): EWIS Regulation

4450(2): EWIS Regulation Support

RA 4551 Aircraft Wiring Husbandry 4551(1): Aircraft Wiring Husbandry

RA 4552 Use of Crimped Splices in Aircraft Electrical Wiring Interconnect System

4552(1): Use of Crimped Splices in Aircraft Electrical Wiring Interconnect System

RA 4553 Aircraft Electrical Wire 4553(1): Type of AEW to be Used on Aircraft

4553(2): Importance of Wire Type

RA 4554 Maintenance and Repair of Aircraft Data Buses

4554(1): Maintenance and Repair of Aircraft Data Buses

RA 4555 Aircraft Fibre Optic Systems 4555(1): Aircraft Fibre Optic Systems

RA 4556 Pitot Static Systems – Maintenance Responsibilities

4556(1): Maintenance of Pitot Static Systems

4556(2): Sense and Leak Tests

RA 4557 Electrostatic Discharge Sensitive Devices – Prevention of Damage by Static Electricity


RA 4558 Aircraft TEMPEST Testing 4558(1): Withdrawn - See Rationale

RA 4559 Aircraft COMSEC Material 4559(1): Withdrawn - See Rationale

RA 4561 Maintenance of Aircraft Compass Accuracy

4561(1): Maintenance of Aircraft Compass Accuracy

RA 4600 Aircraft Assisted Escape Systems – Safety Precautions

4600(1): Movement of AAES

4600(2): AAES Safety Precautions

4600(3): Storage of AAES Components

RA 4601 Aircraft Assisted Escape Systems – Maintenance Responsibilities

4601(1): Aircraft Assisted Escape Systems – Maintenance Responsibilities

RA 4602 Aircraft Assisted Escape Systems – Maintenance, Vital and Independent Checks

4602(1): Aircraft Assisted Escape Systems – Maintenance, Vital and Independent Checks

RA 4603 Lifing, Marking and Maintenance of Carbon Dioxide (CO2) Cylinders used in Life Preservers

4603(1): Lifing, Marking and Maintenance of Carbon Dioxide (CO2) Cylinders Used in Life Preservers

RA 4604 Survival Equipment Maintenance 4604(1): Survival Equipment Maintenance



RA NUMBER


RA 4605 Compressed Gas Cylinders having an Airborne Application

4605(1): Compressed Gas Cylinders having an Airborne Application

RA 4607 Aircraft Role Equipment – Maintenance, Modification and Control

4607(1): Role Equipment Preventive Maintenance Schedule

4607(2): Maintenance of Role Equipment

RA 4652 Weapon Preparation and Loading 4652(1): Weapon Preparation and Loading

RA 4653

Examination of in-use Pyrotechnics and Dangerous Goods issued for use in Survival Equipment and on Airborne Platforms


RA 4654 Connecting Electro-Explosive Devices 4654(1): Connecting Electro-Explosive Devices

RA 4655 Aircraft Armament System Maintenance 4655(1): Aircraft Armament System Maintenance

RA 4656 Lifing of Explosives and Associated Ancillaries

4656(1): Lifing of Explosives and Associated Ancillaries

RA 4657 Armed Aircraft Safety Precautions 4657(1): Armed Aircraft Safety Precautions

RA 4660 Aircraft Explosive Armament Stores, Explosive Components and Related Equipment - Performance Failures

4660(1): Aircraft Explosive Armament Stores, Explosive Components and Related Equipment - Performance Failures

RA 4700 Military Air Environment Quality Policy 4700(1): Military Air Environment Quality Policy

RA 4701 Quality Occurrence Reporting 4701(1): Withdrawn - Incorporated into RA4815(3)

RA 4702 Quality Auditing 4702(1): Withdrawn - Incorporated into RA4815(3)

RA 4800 General Requirements (MRP Part 145) 4800(1): General Requirements (MRP Part 145)

RA 4801 General Definitions (MRP 145.A.01) 4801(1): Withdrawn

4801(2): Certifying Staff (MRP 145.A.01(b))

RA 4802 Scope of the MRP Part 145 (MRP 145.A.10) - Approved Maintenance Organizations (AMOs) only

4802(1): Scope of the MRP Part 145 (MRP 145.A.10(a))

RA 4803 Application for Approval (MRP 145.A.15) - Approved Maintenance Organizations (AMOs) only

4803(1): Application for Approval (MRP 145.A.15(a))

RA 4804 Terms of Approval (MRP 145.A.20) - Approved Maintenance Organizations (AMOs) only

4804(1): Terms of Approval (MRP 145.A.20(a))

RA 4805 Facility Requirements (MRP 145.A.25)

4805(1): Facility Requirements (MRP 145.A.25(a))

4805(2): Office Accommodation (MRP 145.A.25(b))

4805(3): Working Environment (MRP 145.A.25(c))

4805(4): Storage Facilities (MRP 145.A.25(d))

RA 4806 Personnel Requirements (MRP 145.A.30)

4806(1): Accountable Manager (Maintenance) (MRP 145.A.30(a))

4806(2): Personnel Responsible to the Accountable Manager (Maintenance) (MRP 145.A.30(b))

4806(3): Quality Manager (MRP 145.A.30(c))

4806(4): Maintenance Man-Hour Plan (MRP 145.A.30(d))

4806(5): Personnel Competences and Authorization (MRP 145.A.30(e))

4806(6): Non-Destructive Testing (MRP 145.A.30(f))

4806(7): Aircraft Certifying Staff (Line Maintenance) (MRP 145.A.30(g)) - Approved Maintenance Organizations (AMOs) only

4806(8): Aircraft Certifying Staff (Base Maintenance) (MRP 145.A.30(h)) - AMOs only

4806(9): Component Certifying Staff (MRP 145.A.30(i))

4806(10): Non-Engineering Staff (MRP 145.A.30(j))



RA NUMBER


RA 4807 Certifying Staff and Support Staff (MRP 145.A.35)

4807(1): Staff Knowledge (MRP 145.A.35(a))

4807(2): Certification and Supervisory Authorizations (MRP 145.A.35(b))

4807(3): Staff Experience Requirements (MRP 145.A.35(c))

4807(4): Staff Continuation Training (MRP 145.A.35(d))

4807(5): Continuation Training Programme (MRP 145.A.35(e))

4807(6): Certifying Staff Competence Assessment (MRP 145.A.35(f))

4807(7): Issue of Certification Authorization (MRP 145.A.35(g))

4807(8): Certification Authorization Codes (MRP 145.A.35(h))

4807(9): Responsibility for Issuing Certification Authorization (MRP 145.A.35(i))

4807(10): Record of Staff (MRP 145.A.35(j))

4807(11): Provision to Staff of a Copy of their Authorizations (MRP 145.A.35(k))

4807(12): Requirement to Produce Certification Authorization (MRP 145.A.35(l))

4807(13): Minimum Age of Certifying Staff (MRP 145.A.35(m))

RA 4808 Equipment Tools and Material (MRP 145.A.40)

4808(1): Equipment Tools and Materials (MRP 145.A.40(a))

4808(2): Control of Equipment Tools and Materials (MRP 145.A.40(b))

RA 4809 Acceptance of Components (MRP 145.A.42)

4809(1): Component Classification (MRP 145.A.42(a))

4809(2): Suitability of Components (MRP 145.A.42(b))

4809(3): Local Manufacture/Fabrication of Components (MRP 145.A.42(c))

4809(4): Certification of Components as Unsalvageable/Scrap (MRP 145.A.42(d))

RA 4810 Technical Information (MRP 145.A.45)

4810(1): Approved and Current Technical Information (MRP 145.A.45(a))

4810(2): Applicable Technical Information (MRP 145.A.45(b))

4810(3): Requirement to Inform Technical InformationAuthor of Errors (MRP 145.A.45(c))

4810(4): Modification of Technical Information (MRP 145.A.45(d))

4810(5): Common Work Card or Work Sheet (MRP 145.A.45(e))

4810(6): Availability of Technical Information (MRP 145.A.45(f))

4810(7): Maintaining the Amendment State of Technical Information (MRP 145.A.45(g))

RA 4811 Maintenance Planning (MRP 145.A.47)

4811(1): Maintenance Planning System (MRP 145.A.47(a))

4811(2): Human Factors Limitations (MRP 145.A.47(b))

4811(3): Handover of Maintenance Tasks (MRP 145.A.47(c))



RA NUMBER


RA 4812 Certification of Aircraft and Component Release (MRP 145.A.50)

4812(1): Certification of Aircraft Release (MRP 145.A.50(a))

4812(2): Aircraft Release for Flight (MRP 145.A.50(b))

4812(3): New Faults (MRP 145.A.50(c))

4812(4): Certification of Component Release and Cannibalization (MRP 145.A.50(d))

4812(5): Deferred and Incomplete Maintenance (MRP 145.A.50(e))

4812(6): Not Used (MRP 145.A.50(f))

RA 4813 Maintenance Records (MRP 145.A.55)

4813(1): Recording and Retention of Maintenance Work (MRP 145.A.55(a))

4813(2): Copies of Maintenance Records (MRP 145.A.55(b))

4813(3): Management of Retained Maintenance Records (MRP 145.A.55(c))

RA 4814 Occurrence Reporting (MRP 145.A.60)

4814(1): Unsafe Condition Reporting (MRP 145.A.60(a))

4814(2): Internal Occurrence reporting (MRP 145.A.60(b))

4814(3): MOD Sponsored Reporting Action (MRP 145.A.60(c))

4814(4): Not Used (MRP 145.A.60(d))

4814(5): Not Used (MRP 145.A.60(e))

RA 4815 Maintenance Procedures and Safety and Quality Policy (MRP 145.A.65)

4815(1): Organization Safety and Quality Policy (MRP 145.A.65(a))

4815(2): Procedures for Good Maintenance Practices (MRP 145.A.65(b))

4815(3): Quality System (MRP 145.A.65(c))

RA 4816 Maintenance Organization Exposition (MOE) (MRP 145.A.70) - Approved Maintenance Organizations (AMOs) only

4816(1): Content of an MOE (MRP 145.A.70(a))

4816(2): Amendment of an MOE (MRP 145.A.70(b))

4816(3): Minor Amendment of an MOE (MRP 145.A.70(c))

4816(4): Exemption to Content of MOE Due to EASA Part 145 Approval (MRP 145.A.70(d))

RA 4817 Privileges of the Organization (MRP 145.A.75)

4817(1): Privileges of the Organization (MRP 145.A.75(a))

RA 4818 Limitations on the Organization (MRP 145.A.80) - Approved Maintenance Organizations (AMOs) only

4818(1): Limitations on the Organization (MRP 145.A.80(a))

RA 4819 Changes to the Organization (MRP 145.A.85) - Approved Maintenance Organizations (AMOs) only

4819(1): Changes to the Organization (MRP 145.A.85(a))

RA 4820 Continued Validity of Approval (MRP 145.A.90) - Approved Maintenance Organizations (AMOs) only

4820(1): Continued Validity of Approval (MRP 145.A.90(a))

4820(2): Approval, Surrender, Suspension or Revocation (MRP 145.A.90(b))

RA 4821 Findings (MRP 145.A.95) - Approved Maintenance Organizations (AMOs) only

4821(1): Not Used (MRP 145.A.95(a))

4821(2): Not Used (MRP 145.A.95(b))

4821(3): Corrective Action Plan (MRP 145.A.95(c))



RA NUMBER


RA 4825 Procedures for the Competent Authority (MRP 145.B)

4825(1): Withdrawn in toto













RA4941 Application - MRP Part M Sub Part G 4941(1): Application - MRP Part M Sub Part G

RA4943 Continuing Airworthiness Management Exposition (CAME) - MRP Part M Sub Part G

4943(1): Provision of the CAME

4943(2): CAME Approval

RA4945 Personnel Requirements - MRP Part M Sub Part G

4945(1): Requirements for the Military Continuing Airworthiness Manager (Mil CAM)

4945(2): Qualification of Personnel

RA4947 Continuing Airworthiness Management - MRP Part M Sub Part G

4947(1): Military Continuing Airworthiness Management Organization (Mil CAMO) Responsibilities

RA4948 Documentation - MRP Part M Sub Part G 4948(1): Documentation

RA4951 Quality System - MRP Part M Sub Part G

4951(1): Establishing a Quality System

4951(2): Functions of the Quality System

4951(3): Retention of Quality System Records

RA4953 Record Keeping - MRP Part M Sub Part G


4953(2): Retention of Records

RA4954 Continued Validity of Approval - MRP Part M Sub Part G

4954(1): Continued Validity of Approval

4954(2): Approval, Surrender, Suspension or Revocation

RA4955 Findings - MRP Part M Sub Part G 4955(1): Findings

RA4956

Military Continuing Airworthiness Management Organization (Mil CAMO) Tasks Performed by Other Organizations - MRP Part M Sub Part G

4956(1): Sub-Contracting of Mil CAMO Tasks

RA4970 Baseline Military Airworthiness Review (BMAR) - MRP Part M Sub Part I


4970(2): Aviation Duty Holder (DH) Responsibilities

4970(3): Withdrawn – Covered by RA 4970(1)

RA4971 Military Airworthiness Review (Mil AR) and Certification - MRP Part M Sub Part I


4971(2): MARC

RA4972 Military Airworthiness Review Surveyors – MRP Part M Sub Part I

4972(1): Requirements of the Military Continuing Airworthiness Management Organization (Mil CAMO)

4972(2): Military Airworthiness Review (Mil AR) Surveyor Records

RA4973 Military Airworthiness Review Process – MRP Part M Sub Part I

4973(1): Mil AR Process



RA NUMBER


RA4974 Circumstances when Military Airworthiness Review Certificates become invalid – MRP Part M Sub Part I

4974(1): Circumstances when MARCs become invalid

- Manual of Maintenance and Airworthiness Processes

- Maintenance and Airworthiness Processes Supplement – MOD Form 700 Series of Forms

UNCONTROLLED COPY WHEN PRINTED Regulatory Article 4009

RA 4009 - Station, Ship, Unit and Squadron, Unit Aviation Engineering Orders

Rationale Stn/Ship/Unit and Sqn/Unit Aviation Engineering Standing Orders (AESOs) and Aviation Engineering Routine Orders (AEROs) are a method of publicizing low-level engineering instructions from hierarchical organizations to a wider audience. This regulation describes the purpose, scope, layout and format of AESOs and AEROs, and defines how they are issued and reviewed.

Contents 4009(1): Station, Ship, Unit and Squadron, Unit Aviation Engineering Orders

Regulation 4009(1)

Station, Ship, Unit and Squadron, Unit Aviation Engineering Orders 4009(1) Any Stn/Ship/Unit aviation engineering orders which are

promulgated shall not contain nor countermand information in higher level instructions.

Acceptable Means of Compliance 4009(1)

1. Acceptable Means of Compliance is contained within MAP Chapter 1.10.2.

Guidance Material 4009(1)

2. Guidance Material and associated processes are contained within MAP Chapter 1.10.2.

RA 4009 Initial Issue UNCONTROLLED COPY WHEN PRINTED Page 1 of 1

Regulatory Article

Intentionally Blank for Print Pagination

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RA 4050 Issue 4 UNCONTROLLED COPY WHEN PRINTED Page 1 of 6

RA 4050 - Continuing Airworthiness of Remotely Piloted Air Systems

Rationale It is necessary to effectively maintain the airworthiness of an Remotely Piloted Air Systems (RPAS); however, in order to ensure that resources are appropriately focused, relative to the Risk to Life (RtL) that a system poses, the Continuing Airworthiness Engineering processes applied to a particular RPAS need to be tailored according to its MAA endorsed ►Category◄.

Contents 4050(1): RPAS Maintenance Organizations 4050(2): Maintenance Management for RPAS 4050(3): Continuing Airworthiness Management of RPAS 4050(4): Military Airworthiness Review Certificate (MARC) for RPAS

Regulation 4050(1)

RPAS Maintenance Organizations 4050(1) ►For RPAS categorized as Class I(c) to III1,◄ organizations

maintaining RPAS shall ensure that they are maintained in accordance with (iaw) the regulatory requirements defined in RA 4000 to RA 4849 as appropriate. ►For RPAS categorized as Class I(b), maintainers shall comply with the airworthiness regulation laid down in RA 4050(1), RA 4050(2) and RA 4050(3).◄


RPAS Maintenance Organizations 1. For RPAS categorized as Class II or III ►◄:

a. For those maintained by a Military Maintenance Organization (MMO) the Acceptable Means of Compliance (AMC) stated in RA 4000 to RA 4849 should be followed ►◄.

b. For those maintained by a MAA Regulatory Publication (MRP) Part 145 Approved Maintenance Organization (AMO) the AMC stated in RA 4800 - ►4849◄: MRP Part 145 should be followed.

2. For RPAS categorized as either Class ►◄ I(c) or I(d) the ►Accountable Manager Continuing Airworthiness (AM(CAw))◄ in a Defence Contractor Flying Organization, or the Chief Air Engineer (CAE) to the Operating Duty Holder (ODH), may authorize deviation from the procedures detailed in the ►RA 4000 series◄, for the items listed below:

a. Ground Handling (RA 40542 ►◄).

b. Engineering Authorizations (RA 4806(5)3; RA 4807(1)4; RA 4807(2), RA 4807(3), RA 4807(9), RA 4807(13) ►◄).

c. Maintenance by non-engineering tradesmen (RA 4806(10)3 ►◄).

1 ►RA 1600 Remotely Piloted Air Systems (RPAS).◄ 2 RA 4054 Ground Handling of Aircraft. 3 RA 4806 Personnel Requirements (MRP 145.A.30). 4 RA 4807 Certifying Staff and Support Staff (MRP 145.A.35).

Regulatory Article 4050 UNCONTROLLED COPY WHEN PRINTED

Page 2 of 6 UNCONTROLLED COPY WHEN PRINTED RA 4050 Issue 4


d. Tool Control (RA 48085 ►◄). e. Independent Inspections (RA 4815(2)6 ►◄).

f. Aircraft Maintenance Documentation (RA 48137 ►◄).

Such deviations should be recorded in the Station/Ship/Unit Aviation Engineering Standing Orders (AESOs), Front Line Command Mid-Level Orders, or in the Defence Contractor Flying Organization’s Operations Manual outlining the basis for judgement.

3. ►RPAS categorized as Class I(b) should:

a. Be maintained by a competent8 individual iaw the maintenance instructions provided by the Original Equipment Manufacturer (OEM).

b. Have their maintenance processes physically segregated from other aviation maintenance unless fully compliant with all 4000 series regulation to manned aircraft maintenance standards.◄

4. Flight Servicing should not be waived for RPAS.


RPAS Maintenance Organizations 5. RPAS will be categorized iaw RA 16001.

6. For RPAS categorized as Class II or III it is expected that the system will be maintained iaw the policy and procedural requirements applicable to manned aircraft.

7. For RPAS categorized as Class ►◄ I(c) or I(d) it is recognized that wholesale application of the processes detailed in the ►RA 4000 series◄ is neither proportionate nor effective. Consequently, for the specific areas detailed in paragraph 2, although the requirement of the RAs is to be met, the AM(►CAw◄), or the CAE to the ODH, is able to authorize the use of alternative processes that achieve the same outcome ►without applying to the MAA for an Exemption, Waiver or Alternate Acceptable Means of Compliance.◄

8. ►For Class I(b) PAS the Nationally Qualified Entity trained operator9 is considered to be a competent maintainer.

9. For Class I(b) RPAS there is no requirement to assign Engineering Authorizations to their maintenance personnel. However, as these personnel are not compliant with aviation maintenance regulations they cannot practically be brought under the Quality Management System (QMS) of an AMO/MMO and so must be kept physically separate from other aircraft maintenance to maintain the integrity of the AMO/MMOs procedures (eg tool control). Where the Class I(b) Duty Holder (DH) is also the Aviation DH for manned aircraft, they may choose to impose the full requirements of the 4000 series RAs to the RPAS as if it were a manned aircraft. In this case RPAS maintenance may be fully integrated into the aviation maintenance environment.◄

10. For ►RPAS categorized as Class I(c) to III◄ there may be ground-based elements of the system for which maintenance practices need not adhere to the MRP. These items will be specifically identified by the Type Airworthiness Authority (TAA) and recorded in the Air System Document Set (ADS) along with their appropriate maintenance procedures.

5 RA 4808 Equipment Tools and Material (MRP145.A.40). 6 RA 4815 Maintenance Procedures and Safety and Quality Policy (MRP 145.A.65). 7 RA 4813 Maintenance Records (MRP 145.A.55). 8 ►Refer to RA 1002: Competent Persons.◄ 9 ►Refer to RA 2321 Class I(b) RPAS – Operator Qualifications and Requirements.◄



Regulation 4050(2)

Maintenance Management for RPAS 4050(2) For RPAS Categorized as ►Class◄ II or III the

Continuing Airworthiness Management Organization (CAMO) shall ensure that it is maintained by a MMO or AMO iaw RA 100510 ►◄ and the RA 4800 - ►4849◄: MRP Part 145.

For RPAS Categorized as Class I(d) the CAE to the Delivery DH (DDH), or the Continuing Airworthiness post holder identified by the Accountable Manager (Military Flying) (AM(MF)), shall ensure that it is maintained by an MMO or AMO iaw RA 100510 ►◄ and the RA 4800 - ►4849◄: MRP Part 145.

For RPAS categorized as Class ►◄I(c), in lieu of an approval, the DDH or AM(MF) shall ensure that the maintenance organization implements a recognized QMS. ►For RPAS categorized as Class I(b) the operator shall ensure all maintenance required by the OEM is performed. No QMS is needed.◄


Maintenance Management for RPAS For RPAS categorized as Class I(d), II or III 11. For RPAS categorized as Class I(d), II or III then the MMO or AMO should follow AMC stated in RA 4800 - ►4849◄: MRP Part 145. For RPAS categorized as Class ►◄ I(c) 12. The maintenance organization maintaining RPAS categorized as Class ►◄ I(c) should implement a QMS which is either:

a. Implemented iaw ►RA 48156◄ or,

b. Certified to comply with a recognised QMS.


Maintenance Management for RPAS For RPAS categorized as Class I(d), II or III 13. Nil.

For RPAS categorized as Class ►◄ I(c) 14. Examples of recognised QMS include ISO 9001, EN 9100, AS 9100, or AS 9110.

►For RPAS categorized as Class I(b) 15. For Class I(b) RPAS it is expected that the operator will conduct all required maintenance themselves. Should the Class I(b) DH wish maintenance to be conducted by another individual (eg an aircraft technician), it is still beholden on the operator to check that maintenance is completed to a satisfactory standard before flight.

16. Whilst no QMS is required, the Class I(b) DH may include maintenance of their Class I(b) RPAS in another QMS if they wish.◄

10 RA 1005 Contracting with Competent Organizations.



Regulation 4050(3)

Continuing Airworthiness Management of RPAS 4050(3) For RPAS categorized as Class II or III the DDH/AM(MF)

shall ensure that the airworthiness of the Air System is managed by an approved CAMO iaw RA ►4941◄ - 4956: MRP Part M Sub Part G.11

For RPAS categorized as Class ►◄I(c) or I(d) operated in the Service Environment12 the DDH CAE shall manage the Continuing Airworthiness of the Air System.

For RPAS categorized as Class ►◄I(c) or I(d) operated outside of the Service Environment the AM(MF) shall appoint a ►competent13◄ individual to manage the Continuing Airworthiness of the Air System. ►For RPAS Categorized as Class I(b) the operator shall ensure Continuing Airworthiness Management of the system is carried out.◄


Continuing Airworthiness Management of RPAS For RPAS categorized as Class II or III 17. For CAMOs supporting Aviation DHs responsible for managing RPAS categorized as Class II or III, AMC detailed in RA ►4941◄ - 4956: MRP Part M Sub Part G should be followed.

18. For Defence Contractor Flying Organizations operating RPAS categorized as Class II or III then, iaw RA 112114, the AM(MF) will be supported by an approved CAMO which should follow AMC stated in RA ►4941◄ - 4956: MRP Part M Sub Part G.►◄

19. As per the conditions specified at RA 1121(5)14, when an AM(MF) operates MRCOA RPAS outside of the Service Environment and if the duration of the activity is less than 6 months, then it may not require a CAMO, by agreement with Hd Oversight and Approvals, MAA. In such cases the AM(MF) should make appropriate arrangements for the Continuing Airworthiness of his RPAS.

For RPAS categorized as Class ►◄ I(c) or I(d) operated in the Service Environment

20. For RPAS categorized as Class ►◄ I(c) or I(d) operated in the Service Environment, the CAE to the DDH should:

a. Develop a set of AESOs►15◄which details the organizations that provide maintenance support to the RPAS and defines the procedures to be followed.

b. Demonstrate adequate oversight of the maintenance activities undertaken on the RPAS within his area of responsibility through ensuring implementation of a ►QMS6◄, which will provide assurance to the Aviation DH of compliance with RA 4050(1). The audit programme should include an appropriate sample audit of the airworthiness of individual platforms in lieu of a

11 ►Refer to RA 1016 Continuing Airworthiness Responsibilities.◄ 12 As per MAA 02 Aircraft are deemed to operate in the Service Environment when there is a Release to Service (RTS) and an Aviation DH responsible for RtL. 13 ►Refer to RA 1002 Competent Persons.◄ 14 RA 1121 Air Safety Arrangements for Military Registration of Civil-Owned Aircraft not operated in the Service Environment. 15 ►RA 4009: Station, Ship, Unit and Squadron, Unit Aviation Engineering Orders.◄




MARC, see RA 4050(4) to a depth and scope endorsed by the Aviation DH. Records from such activity should be retained for 5 years after the aircraft has been permanently withdrawn from service.

For RPAS categorized as Class ►◄ I(c) or I(d) operated outside of the Service Environment

21. For Defence Contractor Flying Organizations the post holder managing the Continuing Airworthiness of RPAS categorized as Class ►◄ I(c) or I(d) should meet the following criteria:

a. Be a professionally registered engineer, either:

(1) IEng level where he is supervised by another professionally registered CEng; or,

(2) CEng level where he operates without supervision.

b. Have familiarity with the ►4000 Series RAs◄.

c. ►◄Have at least 4 years relevant aviation experience.

22. For RPAS categorized as Class ►◄, I(c) or I(d) operated outside the Service Environment, the individual appointed to manage the Continuing Airworthiness should:

a. Provide input to the organization’s Operations Manual detailing the organizations that provide maintenance support to the RPAS and defining the procedures to be followed.

b. Demonstrate adequate oversight of the maintenance activities undertaken on the RPAS within his AoR through ensuring implementation of a QMS which meets the requirements of RA 4050(2). The audit programme should include an appropriate sample audit of the airworthiness of individual platforms in lieu of a MARC (see RA 4050(4)) to a depth and scope endorsed by the Aviation DH/AM(MF). Records from such activity should be retained for 5 years after the aircraft has been permanently withdrawn from service.

►For RPAS categorized as Class I(b)

23. For RPAS categorized as I(b) the Operator should:

a. Provide input to the organization’s Operations Manual defining the procedures to be followed1.

b. Maintain a log of the inspections and maintenance carried out on their system.◄


Continuing Airworthiness Management of RPAS For RPAS categorized as Class II or III 24. Nil.

For RPAS categorized as Class ►◄ I(c) or I(d) operated both within and outside of the Service Environment

25. For RPAS categorized as Class ►◄ I(c) or I(d), there is still a responsibility to maintain the integrity of such systems despite the fact that a CAMO need not be appointed. Consequently Continuing Airworthiness Management practices will be applied where applicable and the CAE or individual appointed to manage the Continuing Airworthiness of RPAS may review the CAMO responsibilities defined in RA 494716, for reference. It is for the CAE, or the individual appointed by the AM(MF), to manage the Continuing Airworthiness of the RPAS, to implement a QMS and procedures and to provide assurance to their DDH / AM(MF) ►as appropriate◄.

16 RA 4947 Continuing Airworthiness Management - MRP Part M Sub Part G.




Whilst there is not a requirement to achieve an approval in their own right, their activity will be subject to oversight by the MAA through audit.

26. ►For Class I(b) RPAS, the Operator is able to conduct the simple airworthiness management of these systems. Should the Class I(b) DH wish to centralise the Continuing Airworthiness Management for a fleet of RPAS they may do so; however, the individual operator must check that their system is airworthy before flight.◄

Regulation 4050(4)

MARC for RPAS 4050(4) For RPAS categorized as Class II or III, operated in the

Service Environment, the DDH shall ensure that the RPA is operated with a valid MARC iaw RA 4970 - 4974: ►Airworthiness Review (AR) Regulation◄.


MARC for RPAS 27. ►The depth and scope of the Baseline Military Airworthiness Review◄17 should be documented and referenced within Part 4 of the Continuing Airworthiness Management Exposition (CAME) and should stipulate which component parts of the RPAS are included.

28. For RPAS categorized as Class II or III, operated in the Service Environment, the CAMO should follow AMC detailed in RA 4970 - 4974: ►Airworthiness Review (AR) Regulation◄.


MARC for RPAS 29. For RPAS categorized as Class ►◄ I(c) or I(d) the CAE to the DDH, or the individual appointed to manage the Continuing Airworthiness of RPAS in a Defence Contractor Flying Organization, will implement a sample audit of the airworthiness of individual platforms in lieu of the MARC as stated in AMC to RA 4050(3), Paragraphs ►20.b and 22.b◄.

17 RA 4970 Baseline Military Airworthiness Review (BMAR) - MRP Part M Sub Part I.


RA 4051 - Flight Testing of Aircraft

Rationale Flight testing is conducted to ensure that the overall performance or handling qualities of an aircraft or airborne equipment have not fallen below defined standards of acceptance. Flight testing may be conducted at a set periodicity, post-scheduled maintenance or to confirm the airworthiness of an aircraft after certain fault rectification or replacement of components when checks for proper operation cannot be carried out on the ground.

Contents 4051(1): Flight Testing of Aircraft 4051(2): Flight Test Schedule

Regulation 4051(1) 4051(2)

Flight Testing of Aircraft 4051(1) Flight testing and Airborne Checks (ACs) shall be conducted

within the boundaries of the Release to Service (RTS). Flight Test Schedule 4051(2) Flight testing shall be carried out in accordance with the

Flight Test Schedule (FTS).

Acceptable Means of Compliance 4051(1) 4051(2)

1. Acceptable Means of Compliance is contained within MAP Chapter 2.2.

Guidance Material 4051(1) 4051(2)

2. Guidance Material and associated processes are contained within MAP Chapter 2.2.


Regulatory Article 4051


Page 2 of 2 RA 4051Initial Issue



RA 4052 - Engineering Aspects of Physical Security of Aircraft at Foreign and UK Civilian Airfields

Rationale ►Withdrawn - Incorporated into RA4805(1)◄

Contents 4052(1) ►Withdrawn - Incorporated into RA4805(1)◄

Regulation 4052(1)

Engineering Aspects of Physical Security of Aircraft at Foreign and UK Civilian Airfields 4052(1) ►Withdrawn - Incorporated into RA4805(1)◄


Engineering Aspects of Physical Security of Aircraft at Foreign and UK Civilian Airfields 1. ►Withdrawn - Incorporated into RA4805(1)◄


Engineering Aspects of Physical Security of Aircraft at Foreign and UK Civilian Airfields 2. ►Withdrawn - Incorporated into RA4805(1)◄






►This RA has been substantially re-written; for clarity, no change marks are presented – please read RA in entirety.◄

RA 4053 – Royal Flights and Flights for Nominated Very Important Persons

Rationale Military registered Air Systems may be selected for Royal Flights or flights for nominated Very Important Persons (VIPs). In addition to the Societal Concern factor1, which this tasking may introduce, military registered Air Systems also have greater latitude for deferment of maintenance activity and installation of modifications with limited Airworthiness evidence, than is the case for civil registered Air Systems. RA 4053 requires that orders and procedures are issued to ensure the decisions affecting the Airworthiness of an Air System, to be used for a Royal Flight or flights for nominated VIPs, are reviewed to confirm their continued validity and to determine if any action is required.

Contents 4053(1): Air System Selection and Preparation

Regulation

4053(1)

Air System Selection and Preparation

4053(1) Operating Duty Holder (ODH) Chief Air Engineers (CAEs) and Accountable Manager (Military Flying) (AM(MF)) approved Continuing Airworthiness post holders2 shall ensure that orders and procedures are promulgated to identify the Continuing Airworthiness actions required when providing an Air System for a Royal Flight or a flight for a nominated VIP.

Acceptable Means of Compliance

4053(1)


1. The orders and procedures for Royal Flights and flights for nominated VIPs should include as a minimum:

a. Instructions for the selection and preparation of an Air System, including the action to be taken if there is insufficient time to complete these instructions.

b. Identification of the person(s) authorized to select the specific Air System to be used.

c. Identification of the person(s) responsible for ensuring that the necessary preparation procedures are carried out.

d. Details of any restriction on the ability of engineering personnel to make decisions with Airworthiness implications during the tasking period.

Guidance Material

4053(1)


2. A Royal Flight is one that is organized through the Director of Royal Travel. Adoption of the orders and procedures required by this Regulation for other nominated

VIPs3 is at the discretion of the appropriate Aviation Duty Holder (ADH) or AM(MF). This RA need not be applied to members of the Royal Family serving in the Armed Forces when they fly or are flown in military registered Air Systems, as part of their military duties.

1 Refer to RA 1210 – Ownership and Management of Operating Risk (Risk to Life). 2 Refer to RA 1024 – Accountable Manager (Military Flying). 3 The decision on who is to be accorded VIP status is a single Service matter. Further guidance is available in RA 2340 – Flying of Passengers on UK Military Aircraft.



Guidance Material

4053(1)

3. The orders and procedures issued in compliance with this RA support the instructions or orders for the carriage of passengers on military registered Air Systems

issued by ADHs and AM(MF)s4.

4. The selection and preparation criteria for an Air System will include a review of the Air System configuration including, but not limited to, the following considerations:

a. Embodiment of all safety modifications.

b. Embodiment of applicable mandatory Technical Instructions5.

c. Removal of modifications without a full clearance in the Release to Service.

5. The selection and preparation criteria for an Air System will include a review of the Technical Log and recent maintenance history to confirm that:

a. The selected Air System is not manifesting any unsatisfactory Fault trends.

b. The Limitations and Acceptable Deferred Faults remain acceptable for the required Flight(s).

c. Any extensions applied to lifed components are appropriate and acceptable for the planned tasking.

6. Where an Air System may be used for a Royal Flight or a flight for a nominated VIP, which takes place partly or entirely within an operational Theatre, the ODH CAE may consider the issue of supplementary instructions to reflect any circumstances specific to that Theatre.

7. ADHs and AM(MF)s may wish to be consulted or informed regarding Air System selection and preparation for Royal Flights and/or flights for nominated VIPs, as this may require additional Societal Concern1 considerations based upon the status of the passenger(s), the operating environment and existing Risk to Life (RtL) assessments for their Area of Responsibility (AoR). ADHs and AM(MF)s retain responsibility for ensuring that RtL for Royal Flights and flights for nominated VIPs in their respective AoRs remain As Low As Reasonably Practicable and Tolerable.

4 Refer to RA 2340 – Flying of Passengers on UK Military Aircraft. 5 Technical Instructions include Special Instructions (Technical) (SI(T)), relevant Airworthiness Directives and equivalent instructions issued by Authorities.


RA 4054 - Ground Handling of Aircraft

Rationale This Regulatory Article identifies the general precautions and actions required to minimize the safety risk to both aircraft and personnel during ground operations, other than taxing.

Contents 4054(1): Qualification of Personnel 4054(2): Ground Handling Operation 4054(3): Ground Handling Supervision

Regulation 4054(1) 4054(2) 4054(3)

Qualification of Personnel 4054(1) The ground handling of aircraft shall only be undertaken by

appropriately qualified personnel forming a correctly structured ground handling team.

Ground Handling Operation 4054(2) The ground handling operation shall be conducted in

accordance with standard procedures with consideration given to local environmental conditions.

Ground Handling Supervision 4054(3) The ground handling supervisor, and in some cases the

responsible aircrew member, shall be responsible for the safe conduct of a ground handling operation.

Acceptable Means of Compliance 4054(1) 4054(2) 4054(3)


Guidance Material 4054(1) 4054(2) 4054(3)



Regulatory Article




RA 4055 - Fuelling Operations for Aircraft on the Ground

Rationale This Regulatory Article identifies the precautions to be followed to minimize the safety risk both to aircraft and personnel during aircraft fuelling operations, in any environment.

Contents 4055(1): Ground Fuelling Operations – Personnel 4055(2): Ground Fuelling Operations – Considerations

Regulation 4055(1) 4055(2)

Ground Fuelling Operations – Personnel 4055(1) Fuelling operations carried out on aircraft shall only be

conducted by authorized personnel. Ground Fuelling Operations – Considerations 4055(2) Fuelling operations carried out on aircraft shall only be

conducted in accordance with specific safety and environmental guidelines.




2. Guidance Material and Associated processes are contained within MAP Chapter 2.6.


Regulatory Article




RA 4056 - Anti-Icing and De-Icing of Parked Aircraft

Rationale The build-up of frost, ice or snow on aircraft can degrade performance and lead to equipment failure. It is therefore operationally essential that aircraft systems are protected from ice accretion, or where this is not possible, that de-icing measures are adopted as soon as possible.

Contents 4056(1): Parking of Aircraft in Icing Conditions 4056(2): Timing of Aircraft De-icing

Regulation 4056(1) 4056(2)

Parking of Aircraft in Icing Conditions 4056(1) During icing conditions, aircraft shall be parked in enclosed

structures whenever possible. Timing of Aircraft De-icing 4056(2) If frost, snow or ice build up has occurred on an aircraft, de-

icing procedures shall be completed as close as possible to the time that aircrew will accept the aircraft.






Regulatory Article





RA 4057 – Flight Servicing

Rationale ►RA 4057 has been withdrawn because the requirement to conduct flight servicing before flight is adequately addressed in other Regulations1. To complement the withdrawal of this regulation, changes will be made to the more detailed guidance in the MAP-012 in due course.◄

Contents 4057(1): ►Withdrawn - See Rationale◄

Regulation 4057(1)

Flight Servicing 4057(1) ►Withdrawn - See Rationale◄


Flight Servicing 1. ►Withdrawn - See Rationale◄


Flight Servicing 2. ►Withdrawn - See Rationale◄

1 ►Applicable regulations include RA 5320 – Aircraft Maintenance Programme – Design Guidelines, RA 4947 – Continuing Airworthiness Management - MRP Part M Sub Part G, and RA 4810 – Technical Information (MRP 145.A.45). 2 Manual of Maintenance and Airworthiness Processes-01.◄






RA 4058 - Flight Servicing Competency Checks



Regulation 4058(1)

Flight Servicing Competency Checks 4058(1) ►Withdrawn - Incorporated into RA4807(4)◄


Flight Servicing Competency Checks 1. ►Withdrawn - Incorporated into RA4807(4)◄


Flight Servicing Competency Checks 2. ►Withdrawn - Incorporated into RA4807(4)◄





RA 4059 - Continuous Charge

Rationale The concept of operations for some aircraft types demands that they land, stop their engine/s, change crews, possibly refuel, restart engine/s and take off again in order to complete a particular mission. When used as such, the aircraft is considered to be on continuous charge and the aircraft and any requirements for flight servicing activities remain the responsibility of the Aircraft Commander throughout the mission.

Contents 4059(1): Continuous Charge

Regulation 4059(1)

Continuous Charge 4059(1) A period of continuous charge shall start when the

responsible aircrew member signs the acceptance certificate on the Flight Servicing Certificate and shall finish when the final responsible aircrew member completes the after flight declaration on the flight Servicing Certificate.




2. Guidance Material and associated processes are contained within MAP 2.9.


Regulatory Article




RA 4060 - Chemical, Biological, Radiological and Nuclear (CBRN) Decontamination and Protection

Rationale CBRN contamination of aircraft presents health and safety risks to personnel, disrupts operational capability and degrades the performance of aircraft, aircraft equipment, systems and structures. Prompt and appropriate action following incidences of CBRN contamination of aircraft and aircraft equipment reduces risks and effects by absorbing, destroying, neutralizing, making harmless or removing CBRN elements and/or agents.

Contents 4060(1): CBRN Decontamination Action 4060(2): CBRN Decontamination Prioritisation

Regulation 4060(1) 4060(2)

CBRN Decontamination Action 4060(1) Prompt, appropriate and effective action shall be taken

following any incidents of CBRN contamination of aircraft and aircraft systems.

CBRN Decontamination Prioritisation 4060(2) Priority shall be given to maintaining the serviceability and

structure of the aircraft and engines.






Regulatory Article





RA 4061 - Aircraft Abnormal Flying Characteristics

Rationale Aircraft experiencing Uncommanded Flying Control Movements (UFCM), Control Restrictions (CR), Unusual Occurrences (UO) or other unacceptable flying characteristics pose potentially serious airworthiness risks; hence there is a need for all such occurrences to be thoroughly investigated.

Contents 4061(1): UFCM Occurrence Reporting 4062(2): Rogue Aircraft

Regulation 4061(1) 4061(2)

UFCM Occurrence Reporting 4061(1) An Occurrence Report (OR) shall be raised whenever an

aircraft experiences a UFCM/CR/UO event, or other unacceptable flying characteristic and the aircraft subjected to investigative and reporting procedures as detailed within the ►Air System Document Set (ADS)◄.

Rogue Aircraft 4061(2) If it is considered necessary to declare an aircraft as ‘rogue’

the appropriate PT shall be notified.


UFCM Occurrence Reporting Rogue Aircraft 1. Acceptable Means of Compliance is contained within MAP Chapter 2.11.


UFCM Occurrence Reporting Rogue Aircraft 2. Guidance Material and associated processes are contained within MAP Chapter 2.11.






RA 4062 - Embarked Aviation

Rationale ► Withdrawn - Incorporated into RA4805(3)◄

Contents 4062(1) ► Withdrawn - Incorporated into RA4805(3)◄

Regulation 4062(1)

Embarked Aviation 4062(1) ►Withdrawn - Incorporated into RA4805(3)◄


Embarked Aviation 1. ►Withdrawn - Incorporated into RA4805(3)◄


Embarked Aviation 2. ►Withdrawn - Incorporated into RA4805(3)◄






RA 4063 – Replenishment of Liquid and Gaseous Oxygen Systems in Exceptional Circumstances

Rationale ►RA 4063 relating to Replenishment of Liquid and Gaseous Oxygen Systems in Exceptional Circumstances has been withdrawn because the content does not require regulating as Continuing Airworthiness activity. Duty Holders are already required by DSA 01.11 and JSP 3752 to identify potential hazards and implement measures to ensure the safety of personnel within their areas of responsibility; that is the more appropriate mechanism for regulating the subject activity.◄

Contents 4063(1): ►Withdrawn – See Rationale◄ 4063(2): ►Withdrawn – See Rationale◄

Regulation 4063(1) 4063(2)

Replenishment of Liquid and Gaseous Oxygen Systems in Exceptional Circumstances 4063(1) ►Withdrawn – See Rationale◄ Replenishment of Aircraft Oxygen Systems Within Hardened Aircraft Shelters 4063(2) ►Withdrawn – See Rationale◄


Replenishment of Liquid and Gaseous Oxygen Systems in Exceptional Circumstances Replenishment of Aircraft Oxygen Systems Within Hardened Aircraft Shelters 1. ►Withdrawn – See Rationale◄


Replenishment of Liquid and Gaseous Oxygen Systems in Exceptional Circumstances Replenishment of Aircraft Oxygen Systems Within Hardened Aircraft Shelters 2. ►Withdrawn – See Rationale◄

1 ►DSA 01.1 – Defence Policy for Health, Safety and Environmental Protection. 2 JSP 375 – Management of Health and Safety in Defence.◄

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP319JointServiceSafetyregulations_ForTheStorage_HandlingAndUseOf_Gases.aspx






RA 4101 - Aircraft Cabin Pressure Testing - Safety Health Environmental and Fire Precautions

Rationale ►RA 4101 relating to cabin pressure testing has been withdrawn as the content relates to personnel safety and not Continuing Airworthiness; the authoritative medical reference is AP 1269A Leaflet 3-04 Annex J: RAF Manual of Medical Fitness – Pressure Testing Aircraft Cabins. The guidance contained in the MAP-01 is currently unaffected.◄


Regulation 4101(1) 4101(2)

Cabin Pressure Testing 4101(1) ►Withdrawn – See Rationale◄ Personnel Requirements 4101(2) ►Withdrawn – See Rationale◄


Cabin Pressure Testing Personnel Requirements 1. ►Withdrawn – See Rationale◄


Cabin Pressure Testing Personnel Requirements 2. ►Withdrawn – See Rationale◄

Regulatory Article UNCONTROLLED COPY WHEN PRINTED





RA 4102 – Biological Security

Rationale ►RA 4102 relating to Biological Security has been withdrawn as the content does not require regulating as Continuing Airworthiness activity. Organizations are already required by JSP 8001 to take appropriate measures to prevent movement of contagions.◄

Contents 4102(1): ►Withdrawn – See Rationale◄

Regulation 4102(1)

Biological Security 4102(1) ►Withdrawn – See Rationale◄


Biological Security 1. ►Withdrawn – See Rationale◄


Biological Security 2. ►Withdrawn – See Rationale◄

1 ►JSP 800 - Defence Movement and Transport Regulations.◄

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP800.aspx





RA 4103 - Decontamination of Aircraft After Spillage of Body Fluids

Rationale Body fluids may present not only a biological hazard but also a significant corrosive hazard to aircraft structures and materials. Whilst precautions appropriate to the role and use of aircraft should be taken to prevent any spillage of body fluids leaking into aircraft structures, where leakage occurs, timely and effective removal of such substances is essential to reduce health and corrosion risks.

Contents 4103(1): Decontamination of Aircraft after Spillage of Body Fluids

Regulation 4103(1)

Decontamination of Aircraft after Spillage of Body Fluids 4103(1) Timely and effective decontamination shall be carried out on

aircraft that are subject to the spillage of body fluids.






Regulatory Article





RA 4104 – Control of Compressed Gas and Pneumatic Lubricating Equipment

Rationale ►RA 4104 relating to Control of Compressed Gas and Pneumatic Lubricating Equipment has been withdrawn as the content does not require regulating as Continuing Airworthiness activity. Duty Holders are already required by DSA 01.11, JSP 3752, JSP 3173 and JSP 3194 to implement measures to ensure the safety of personnel within their areas of responsibility, and that is the more appropriate mechanism for regulating the subject activity. To complement the withdrawal of this regulation, appropriate changes will be made to the more detailed guidance in the MAP-015 in due course.◄


Regulation 4104(1)

Control of Compressed Gas and Pneumatic Lubricating Equipment 4104(1) ►Withdrawn – See Rationale◄


Control of Compressed Gas and Pneumatic Lubricating Equipment 1. ►Withdrawn – See Rationale◄


Control of Compressed Gas and Pneumatic Lubricating Equipment 2. ►Withdrawn – See Rationale◄

1 ►DSA 01.1 – Defence Policy for Health, Safety and Environmental Protection. 2 JSP 375 – Management of Health and Safety in Defence. 3 JSP 317 – Joint Service Safety Regulations for the Storage and Handling of Gases. 4 JSP 319 – Joint Service Safety Regulations for the Storage and Handling of Fuels & Lubricants. 5 Manual of Maintenance and Airworthiness Processes-01.◄

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP319JointServiceSafetyregulations_ForTheStorage_HandlingAndUseOf_Gases.aspx

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP317_JointServiceSafetyRegulationsfortheStorageandHandlingof_FuelsandLubricants.aspx






RA 4150 - Training and Competence

Rationale Individual training is designed to develop the competence of personnel in preparation for their roles in order to contribute to the preservation of airworthiness within the military air environment.

Contents 4150(1): ►Withdrawn - Incorporated into RA4806(5)◄ 4150(2): Defence Systems Approach to Training Quality Standard (DSAT QS)

Regulation 4150(1)

Training and Competence 4150(1): ►Withdrawn - Incorporated into RA4806(5)◄


Training and Competence 1. ►Withdrawn - Incorporated into RA4806(5)◄


Training and Competence 2. ►Withdrawn - Incorporated into RA4806(5)◄

Regulation 4150(2)

Defence Systems Approach to Training Quality Standard (DSAT QS) 4150(2) All training shall comply with the DSAT QS.


Defence Systems Approach to Training Quality Standard (DSAT QS) 3. Acceptable Means of Compliance is contained with ►MAP-01◄ Chapter 4.1.


Defence Systems Approach to Training Quality Standard (DSAT QS) 4. Guidance Material and associated processes is contained with ►MAP-01◄ Chapter 4.1.






RA 4151 - Engineering Authorizations



Regulation 4151(1)

Engineering Authorizations 4151(1) ►Withdrawn - Incorporated into RA4806(5)◄


Engineering Authorizations 1. ►Withdrawn - Incorporated into RA4806(5)◄


Engineering Authorizations 2. ►Withdrawn - Incorporated into RA4806(5)◄






RA 4152 - Recording of Engineering Authorizations

Rationale ► Withdrawn - Incorporated into RA4806(5) and RA4807(11)◄

Contents 4152(1): ►Withdrawn - Incorporated into RA4806(5)◄ 4152(2): ►Withdrawn - Incorporated into RA4807(11)◄

Regulation 4152(1)

Recording of Engineering Authorizations 4152(1) ►Withdrawn - Incorporated into RA4806(5)◄


Recording of Engineering Authorizations 1. ►Withdrawn - Incorporated into RA4806(5)◄


Recording of Engineering Authorizations 2. ►Withdrawn - Incorporated into RA4806(5)◄

Regulation 4152(2)

Authorization Record Distribution and Retention 4152(2) ►Withdrawn - Incorporated into RA4807(11)◄


Authorization Record Distribution and Retention 3. ►Withdrawn - Incorporated into RA4807(11)◄


Authorization Record Distribution and Retention 4. ►Withdrawn - Incorporated into RA4807(11)◄






RA 4153 - Signatures on Maintenance Documentation



Regulation 4153(1)

Signatures on Maintenance Documentation 4153(1) ►Withdrawn - Incorporated into RA4806(5)◄


Signatures on Maintenance Documentation 1. ►Withdrawn - Incorporated into RA4806(5)◄


Signatures on Maintenance Documentation 2. ►Withdrawn - Incorporated into RA4806(5)◄






RA 4154 - Aircraft Ground Engineers



Regulation 4154(1)

Aircraft Ground Engineers 4154(1) ►Withdrawn - Incorporated into RA4806(5)◄


Aircraft Ground Engineers 1. ►Withdrawn - Incorporated into RA4806(5)◄


Aircraft Ground Engineers 2. ►Withdrawn - Incorporated into RA4806(5)◄






RA 4155 - Self-Supervision

Rationale To maintain the airworthiness of an aircraft, there are 2 distinct sets of responsibilities associated with each task, reflected in the need for a 1st and 2nd signature on the relevant documentation. Studies into maintenance practices have highlighted that significant numbers of activities are capable of being carried out by one person only, who is deemed to possess sufficient experience and capability to undertake both sets of responsibilities. Personnel that undertake this form of working practice, where they assume the responsibilities of both the 1st and 2nd signatures, are known as self-supervisors.

Contents 4155(1): ► Withdrawn - Incorporated into RA4806(5)◄ 4155(2): Identification of Self-Supervised Tasks

Regulation 4155(1)

Self-Supervision Authorization 4155(1) ► Withdrawn - Incorporated into RA4806(5)◄


Self-Supervision Authorization 1. ► Withdrawn - Incorporated into RA4806(5)◄


Self-Supervision Authorization 2. ► Withdrawn - Incorporated into RA4806(5)◄

Regulation 4155(2)

Identification of Self-Supervised Tasks 4155(2) Project Teams shall identify maintenance tasks which cannot

be carried out by a self-supervisor.


3. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 4.5


4. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 4.5.






RA 4156 – Elementary Self-Supervision

Rationale ►RA 4156 relating to Elementary Self-Supervision has been withdrawn as the content relates to local management processes and does not require a specific regulation. To complement the withdrawal of this regulation, appropriate changes will be made to the more detailed guidance in the MAP-011 in due course.◄

Contents 4156(1): Withdrawn – Incorporated into RA 4806(5) 4156(2): ►Withdrawn – See Rationale◄

Regulation 4156(1)

Authorization of Elementary Self-Supervision 4156(1) Withdrawn – Incorporated into RA 4806(5)


Authorization of Elementary Self-Supervision 1. Withdrawn – Incorporated into RA 4806(5)


Authorization of Elementary Self-Supervision 2. Withdrawn – Incorporated into RA 4806(5)

Regulation 4156(2)

Identification of Elementary Self-Supervised Maintenance Activities 4156(2) ►Withdrawn – See Rationale◄


Identification of Elementary Self-Supervised Maintenance Activities 3. ►Withdrawn – See Rationale◄


Identification of Elementary Self-Supervised Maintenance Activities 4. ►Withdrawn – See Rationale◄

1 ►Manual of Maintenance and Airworthiness Processes-01.◄






RA 4158 - Authorization of Aircrew to Carry Out Aircraft Maintenance Work



Regulation 4158(1)

Authorization of Aircrew to Carry Out Aircraft Maintenance Work 4158(1) ►Withdrawn - Incorporated into RA4806(10)◄


Authorization of Aircrew to Carry Out Aircraft Maintenance Work 1. ►Withdrawn - Incorporated into RA4806(10)◄


Authorization of Aircrew to Carry Out Aircraft Maintenance Work 2. ►Withdrawn - Incorporated into RA4806(10)◄






RA 4159 - Operation of Air Transport Systems by Movements Personnel



Regulation 4159(1)

Operation of Air Transport Systems by Movements Personnel 4159(1) ►Withdrawn - Incorporated into RA4806(10)◄


Operation of Air Transport Systems by Movements Personnel 1. ►Withdrawn - Incorporated into RA4806(10)◄


Operation of Air Transport Systems by Movements Personnel 2. ►Withdrawn - Incorporated into RA4806(10)◄






RA 4161 – Contractors’ Working Parties Maintaining Aircraft at Stations, Ships and Units

Rationale ►RA 4161 relating to Contractors’ Working Parties Maintaining Aircraft at Stations, Ships and Units has been withdrawn as the Continuing Airworthiness activity is suitably regulated under MRP Pt 1451. To complement the withdrawal of this regulation, appropriate changes will be made to the more detailed guidance in the MAP-012 in due course.◄


Regulation 4161(1) 4161(2)

Requirements Definition 4161(1) ►Withdrawn – See Rationale◄ Contracts 4161(2) ►Withdrawn – See Rationale◄


Requirements Definition Contracts 1. ►Withdrawn - See Rationale◄


Requirements Definition Contracts 2. ►Withdrawn - See Rationale◄

1 ►RA 4800 - 4849 Series. 2 Manual of Maintenance and Airworthiness Processes-01.◄






RA 4200 – Maintenance Philosophy – General

Rationale ►RA 4200 relating to Maintenance Philosophy has been withdrawn as the Continuing Airworthiness activity is suitably regulated under MRP Pt 1451. To complement the withdrawal of this regulation, appropriate changes will be made to the more detailed guidance in the MAP-012 in due course.◄


Regulation 4200(1) 4200(2)

Maintenance 4200(1) ►Withdrawn – See Rationale◄ Type Airworthiness 4200(2) ►Withdrawn – See Rationale◄


Maintenance Type Airworthiness 1. ►Withdrawn – See Rationale◄


Maintenance Type Airworthiness 2. ►Withdrawn – See Rationale◄

1 ►RA 4800 – 4849 Series. 2 Manual of Maintenance and Airworthiness Processes-01.◄





RA 4201 - Maintenance Policy - Composite Materials

Rationale The use of Composite Materials (CM) within the Military Air Environment (MAE) is continuing to grow because they offer high specific strength; that is, a high strength to weight ratio, high specific stiffness and excellent fatigue resistance, combined with increased design flexibility when compared with traditional aerospace alloys. Consequently, for CM there are aspects that may require more care, additional husbandry or different processes as compared to those employed in the maintenance of aircraft structure and components constructed from more traditional materials.

Contents 4201(1): Composite Materials Maintenance 4201(2): Composite Materials Awareness and Husbandry 4201(3): Recording of Composite Materials Related Maintenance

Regulation 4201(1) 4201(2) 4201(3)

Composite Materials Maintenance 4201(1) In order that the design properties of Composite Materials

(CM) are retained or recovered in a cost-effective and efficient manner throughout the service life of the aircraft, aircraft CM structures and components shall be subject to specific maintenance activity.

Composite Materials Awareness and Husbandry 4201(2) To ensure the continued structural integrity of aircraft

structure and components constructed using Fibre Reinforced Plastics (FRP), and to reduce maintenance costs, Project Teams, FLCs and user units shall put in place procedures to establish and maintain appropriate levels of awareness and husbandry.

Recording of Composite Materials Related Maintenance 4201(3) A database shall be used to record all structural

concessions, repairs, modifications and accidental damage and environmental damage to CM. Changes to the configuration of FRP structure and components are also to be included in this record.







Page 2 of 2 UNCONTROLLED COPY WHEN PRINTED RA 4201 Initial Issue



RA 4202 - Maintenance of Aircraft in Multi-Service Environments



Regulation 4202(1)

Maintenance of Aircraft in Multi-Service Environments 4202(1) ►Withdrawn - Incorporated into RA4806(5)◄


Maintenance of Aircraft in Multi-Service Environments 1. ►Withdrawn - Incorporated into RA4806(5)◄


Maintenance of Aircraft in Multi-Service Environments 2. ►Withdrawn - Incorporated into RA4806(5)◄





RA 4203 - Preventive Maintenance

Rationale Preventive maintenance is one element of the through-life maintenance of materiel within the Military Air Environment (MAE) and is an essential element of the safe operation of aircraft and equipment. Preventive maintenance is systematic, with prescribed work undertaken at pre-determined intervals to reduce the probability of failure and to ensure that performance is not degraded by time or usage.

Contents 4203(1): Preventive Maintenance

Regulation 4203(1)

Preventive Maintenance 4203(1) For aircraft and equipment in the MAE, including support

equipment, preventive maintenance shall comprise flight servicing, scheduled maintenance and condition-based maintenance.






Regulatory Article




RA 4204 - Lifing of Aerospace Components

Rationale Most failures of aerosystem components occur in an unpredictable manner that is not related to usage; such failures can only be dealt with by replacing components as and when they become unserviceable. There are, however, some components, usually mechanical ones, for which the probability of failure increases with age and usage. Two groups of such components justify replacement or removal for maintenance on a predetermined basis. They are:

a. Components for which airworthiness and safety considerations require that in-use failure should be minimized or eliminated.

b. Components for which the timely replacement or removal for maintenance would significantly increase system availability or decrease overall costs.

Components that belong to either or both groups are subject to lifing procedures.

Contents 4204(1): Lifing of Aerospace Components

Regulation 4204(1)

Lifing of Aerospace Components 4204(1) Aerosystem components, that have been identified as

‘Significant’, shall be subject to lifing criteria.






Regulatory Article





RA 4205 - Corrective Maintenance

Rationale Corrective maintenance includes all those maintenance activities required to return an aircraft or equipment to a serviceable state following an unscheduled arising.

Contents 4205(1): Principles of Inspect and Repair as Necessary 4205(2): ►Withdrawn incorporated into RA4812(3)◄ 4205(3): Corrective Maintenance Capabilities 4205(4): Pre-flight Faults 4205(5): In-flight Corrective Maintenance 4205(6): Faults Arising During Continuous Charge 4205(7): Aircrew Accepted Faults 4205(8): Aircrew Reporting of Faults

Regulation 4205(1)

Principles of Inspect and Repair as Necessary 4205(1) Corrective maintenance shall use the principles of ‘Inspect

and Repair As Necessary’.


Principles of Inspect and Repair as Necessary 1. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 5.4.


Principles of Inspect and Repair as Necessary 2. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 5.4.

Regulation 4205(2)

Unserviceable Aircraft 4205(2) ►Withdrawn incorporated into RA4812(3)◄


Unserviceable Aircraft 3. ►Withdrawn incorporated into RA4812(3)◄


Unserviceable Aircraft 4. ►Withdrawn incorporated into RA4812(3)◄

Regulation 4205(3)

Corrective Maintenance Capabilities 4205(3) Type Airworthiness Authorities (TAAs) shall define and

promulgate the extent of corrective maintenance that is within the capabilities of Forward maintenance organizations and the arrangements for that corrective maintenance which is beyond their capabilities.




Corrective Maintenance Capabilities 5. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 5.4.


Corrective Maintenance Capabilities 6. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 5.4.

Regulation 4205(4)

Pre-flight Faults 4205(4) Corrective maintenance on pre-flight faults shall be limited to

advice to aircrew, recycling of circuit breakers and switches, and any adjustments or component changes detailed by the Project Team (PT) or determined at the time by an authorized person from the relevant maintenance organization.


Pre-flight Faults 7. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 5.4.


Pre-flight Faults 8. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 5.4.

Regulation 4205(5)

In-flight Corrective Maintenance 4205(5) Aircraft PTs, in conjunction with equipment PTs if

appropriate, shall identify the systems on which in-flight corrective maintenance may be attempted and shall further detail the permissible adjustments and component changes.


In-flight Corrective Maintenance 9. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 5.4.


In-flight Corrective Maintenance 10. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 5.4.

Regulation 4205(6)

Faults Arising During Continuous Charge 4205(6) The Aircraft Commander shall declare an aircraft, if on

continuous charge, to be unserviceable if he considers that a fault is unacceptable for further flight.




Faults Arising During Continuous Charge 11. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 5.4.


Faults Arising During Continuous Charge 12. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 5.4.

Regulation 4205(7)

Aircrew Accepted Faults 4205(7) The Aircraft Commander shall declare an aircraft, if on

continuous charge, to be unserviceable if he does not accept an extant aircrew-accepted fault.


Aircrew Accepted Faults 13. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 5.4.


Aircrew Accepted Faults 14. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 5.4.

Regulation 4205(8)

Aircrew Reporting of Faults 4205(8) The Aircraft Commander of an aircraft shall ensure that all

faults (including pre-flight accepted faults) that become apparent while he is responsible for the aircraft are reported to the responsible maintenance organization as part of the post-flight declaration and entered in the MOD Form 700. He shall also report when an aircraft under his charge has been subject to an exceedance or an incident that may be considered hazardous.


Aircrew Reporting of Faults 15. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 5.4.


Aircrew Reporting of Faults 16. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 5.4.






RA 4206 - Deferment of Maintenance – Guidance on the Use of Limitations and Acceptable Deferred Faults


Contents 4206(1): ► Withdrawn - Incorporated into RA4812(5)◄

Regulation 4206(1)

Tool Control Procedures 4206(1): ►Withdrawn - Incorporated into RA4812(5)◄


Tool Control Procedures 1. ►Withdrawn - Incorporated into RA4812(5)◄







RA 4208 - Dehumidification of Aircraft

Rationale The purpose of dehumidification is to improve aircraft operational availability and equipment reliability by reducing the Rh of the air within the avionics compartments and aircraft structures.

Contents 4208(1): Dehumidification of Aircraft

Regulation 4208(1)

Dehumidification of Aircraft 4208(1) Platform Teams shall carry out a cost-benefit analysis of the

advantages of dehumidification and define their resulting dehumidification philosophy.






Regulatory Article 4208


Page 2 of 2 RA 4208 Initial Issue


RA 4210 - Anti-Deterioration Maintenance of Equipment in Store

Rationale The condition of certain types of aircraft equipment held in store may deteriorate to an extent that it may no longer be fit for use or economic repair. Equipment held in store can deteriorate through a number of mechanisms; oils and greases can solidify, bearings can dry out, elastomerics and rubber components can harden or deform, desiccants can become ineffective and fabrics can weaken. Appropriate preventive maintenance may therefore be required to ensure that equipment is retained in a suitable condition for issue, repair or reconditioning. However, the use of suitable storage environments and protective packaging should make the need for Anti-Deterioration Maintenance (ADM) of equipment in store the exception rather than the rule.

Contents 4210(1): Anti-Deterioration Maintenance of Equipment in Store

Regulation 4210(1)

Anti-Deterioration Maintenance of Equipment in Store 4210(1) Anti-Deterioration Maintenance (ADM) of equipment in store

shall only be undertaken if there is positive evidence that deterioration of the equipment concerned is unacceptable for cost, operational availability or airworthiness reasons.






Regulatory Article





RA 4211 - Ground Training Aids

Rationale ►Withdrawn - Incorporated into RA 4212 - Ground Instructional Aircraft and Aero-Engines, and the Control of Components used in Simulators or as Ground Training Aids.◄

Contents 4211(1): ►Withdrawn - Incorporated into RA 4212◄

Regulation

4211(1)

Ground Training Aids 4211(1) ►Withdrawn - Incorporated into RA 4212◄


4211(1)

Ground Training Aids 1. ►Withdrawn - Incorporated into RA 4212◄

Guidance Material

4211(1)

Ground Training Aids 2. ►Withdrawn - Incorporated into RA 4212◄






RA 4212 - Ground Instructional Aircraft and Aero-Engines, and the Control of Components used in Simulators or as Ground Training Aids

Rationale Aircraft, and component parts thereof, may be allocated to a Training Organization (TO) as Ground Instructional Aircraft (GIA) or as Ground Training Aids (GTA). GTA covers a very broad scope of equipment ranging from whole aircraft; aero-engines or other propulsion systems; components or systems used for training purposes; or purpose built or modified training aids. GIA are considered to be only those aircraft that are capable of manoeuvring under their own power. This updated RA defines the scope of GIA and GTA (see RA 4212(1) Guidance Material below).

Contents 4212(1): Allocation of Aircraft and Components to Training 4212(2): GIA and GTA Categorization 4212(3): GIA, GTA and Flight Simulator Component Control 4212(4): GIA Maintenance and Management Note: GTA Maintenance and Management

Regulation 4212(1)

Allocation of Aircraft and Components to Training 4212(1) The Platform or Commodity Project Team (PT) shall control

the allocation of aircraft and components to a TO, for use as GIA and GTA, and their return to active use.


Allocation of Aircraft and Components to Training 1. When allocating aircraft for use in training the Type Airworthiness Authority (TAA) should ensure that they are recorded as inactive on the Military Aircraft Register (MAR) in accordance with (iaw) RA 11201 and its Military Airworthiness Review Certificate (MARC) is invalidated iaw RA 49742.

2. The TAA should ensure that when an aircraft used as a GIA or a GTA is returned to flying operation it is registered as active on the MAR iaw RA 1120 subject to satisfactory completion of a Baseline Military Airworthiness Review (BMAR) iaw RA 49703.

3. The TAA or Commodity PT Leader (PTL) should ensure that if components used as GTA are required to be returned to active use then they are managed iaw RA 4809(4)4.


Allocation of Aircraft and Components to Training 4. GIA are only those aircraft that are used in a training environment, and are not permitted to fly, but are capable of moving or operating under their own engine power.

5. GTA may be complex purpose-built devices, locally manufactured items, aircraft, or aircraft parts that have been modified for training purposes or aircraft components that have been cut away or sectioned to show their internal workings. GTA may also be whole aircraft that are incapable of moving or operating under their own power. For the purpose of this regulation aircraft used as “gate guardians” may also be considered to be GTA. Risk associated with GTA use falls within the remit of Health and Safety legislation and responsibility lies with the Head of Establishment (HofE); some guidance on how GTA may be maintained is provided in GM to this RA below.

1 RA 1120 - Military Aircraft Registration. 2 RA 4974 - Circumstances when MARC becomes invalid. 3 RA 4970 - BMAR - MRP Part M Sub Part I. 4 RA 4809 - Acceptance of Components (MRP 145.A.42).




6. When allocating GIA or GTA the PT must follow JSP 886 in terms of Departmental policy on disposal of Defence assets.

7. GIA and GTA may well be maintained outside of an approved normal airworthiness environment. It is the TAA or Commodity PTL that is responsible for assuring the airworthiness of an individual product before its return to active use. Returning an aircraft to active service will also require that the DH accepts that the Continuing Airworthiness Management Organization (CAMO) has reviewed the airworthiness history of the aircraft in order to issue a MARC. Consequently this will require liaison between the CAMO, the TO and the TAA or Commodity PTL and may require appropriate mitigation action where necessary.

8. The TAA or Commodity PTL, in liaison with the TO, may specify a level of work recording in order to later facilitate returning an aircraft or component to active flying service. The TAA or Commodity PTL may record limitations on use and changes to the maintenance schedule for an aircraft as a leaflet to the Support Policy Statement in the ►Air System Document Set (ADS)◄.

9. Where aircraft or components are returned to active service outside of the UK MAE, eg as part of a foreign military sale, then the responsibility for ensuring the airworthiness of the product lies with the receiving organization. However the TO and TAA or Commodity PTL will be required to provide information as part of such a transfer and this may be required by contract. Further detail is provided in MAP-01 Chapter 7.6.

Regulation 4212(2)

GIA and GTA Categorization 4212(2) The TO or establishment holding aircraft and/or component

parts, transferred or on loan for instructional or display purposes, shall ensure that they are categorized as GIA or a GTA.


GIA and GTA Categorization 10. The establishment should establish and maintain an auditable GIA and GTA tracking or accountability system, by serial number or other individualized data.

11. The establishment should ensure that aircraft categorized as GTA have their ability to start their propulsion system physically inhibited.


GIA and GTA Categorization 12. The reason why an aircraft categorized as GTA has its ability to start its propulsion system physically inhibited is to avoid ambiguity between it status as a GIA or GTA. The method by which a propulsion system of an aircraft categorized as GTA is rendered inoperable may be specified in either the ADS or the TO Aircraft Engineering Standing Orders (AESO).

13. This regulation does not consider the use of active aircraft in the forward fleet for ground instruction, under the control of fleet managers. Such aircraft remain active on the MAR under the full control of their respective DH chain, and are to comply fully with the MRP; these aircraft are not to be considered as GIA/GTA.

Regulation 4212(3)

GIA, GTA and Flight Simulator Component Control 4212(3) Components fitted to GIA, or allocated as GTA, or used in

Flight Simulators, shall be controlled in order to prevent their inadvertent reuse on active aircraft.




GIA, GTA and Flight Simulator Component Control 14. The TO should establish and promulgate in their AESO a policy for the marking and management of GTA and assemblies or components removed from GIA in order to prevent their inadvertent reuse on active aircraft. As a minimum:

a. GTA and components removed from GIA should be marked with words to the effect of “NOT SERVICEABLE - GROUND TRAINING USE ONLY”.

b. GTA modified for training use should additionally be marked “MODIFIED FOR TRAINING USE”, or words to such effect.

15. If a GTA, or assembly or component removed from a GIA, is required for return to active use then the TO should ensure that the MOD Form 731 indicates that the part is unserviceable due to its use as a training aid.

16. Aircraft equipment should only be modified for use in Flight Simulators and Synthetic Trainers (FsAST) with the written authority of the TAA or Commodity PTL and the TO should ensure that the item is marked with a YELLOW adhesive label annotated:

‘Simulator Use Only – Refer MWO No [Enter the SNOW of the MOD Form 707 that records the modification of the item].’

If such items are returned to a maintenance organization then the TO should ensure that they are de-modified and that the associated MOD F731 is annotated:

‘This equipment has been de-modified after being modified for use on a FsAST. Modification [insert reference to relevant modification(s)] removed.’


GIA, GTA and Flight Simulator Component Control 17. It is not intended that all component parts fitted to a GIA need be marked up as training aids, but the TO’s AESO ought to include a policy as to when a part removed from a GIA needs to be marked up.

18. There are a wide range of circumstances, by way of operational necessity, which might require that components are returned to active use. Consequently the marking of GTA and components removed from GIA ought not to irreparably damage the part.

19. Queries on the support arrangements for FsAST and associated equipment can be directed to the PT who is responsible for supporting that equipment.

Regulation 4212(4)

GIA Maintenance and Management 4212(4) Aviation DHs shall be responsible for the safe operation and

use of GIA in their area of responsibility.


GIA Maintenance and Management 20. The appropriate aviation DH should manage risks associated with the utilization of GIA iaw the relevant parts of RA 10205 and RA 12106, given that GIA will not fly.

21. For each TO holding GIA the appropriate aviation Operating Duty Holder (ODH) should appoint, iaw RA 10067 and MAP-01 Chapter 4.38, a competent and SQEP individual to hold engineering authority MAP-J356 who is responsible for managing the safety and maintenance of GIA.

22. The TO should:

a. Produce a documented statement of use for their GIA endorsed at ODH

5 RA 1020 - Roles & Responsibilities: Aviation Duty Holder (ADH) and ADH-Facing Organizations. 6 RA 1210 - Ownership and Management of Operating Risk (Risk to Life). 7 RA 1006 - Delegation of Engineering Authorizations. 8 MAP-01 Chapter 4.3 - Engineering Authorizations.




level.

b. Conduct a risk assessment on the use of GIA in their area of responsibility and ensure risks are declared to the appropriate DH iaw RA 1210.

23. For GIA supported by DE&S, ie where a platform has a TAA, then:

a. The TO should maintain GIA iaw the ADS.

b. The TAA should ensure that:

(1) Relevant Special Instructions (Technical) (SI(T)) and ADS amendments are forwarded to TOs.

(2) TO are able to access support of appropriate Post Design Services (PDS) of the Design Organization (DO) for their GIA where required.

(3) The maintenance schedule and life of the engine is revised based upon the statement of use provided by the TO.

(4) If the PT is disestablished then responsibility for supporting GIA are appropriately transferred to an alternative PT or TOs.

24. Where a GIA is no longer supported by DE&S, eg where a platform no longer has a TAA, then:

a. The Delivery Duty Holder (DDH) should ensure that the TO AESOs (defined in paragraph 14) are used to record and authorize deviations from the maintenance schedule for their GIA.

b. The individual holding engineering authority MAP-J356 defined in paragraph 21 should ensure that he has access to a competent Design Organization (DO) to support the delivery of the responsibilities defined in paragraph 23.b (1) through (3).

25. GIA should be subject to occurrence reporting iaw RA 14109.


GIA Maintenance and Management 26. For the avoidance of doubt in the context of this regulation GIA are those aircraft used as training aids that are capable of operating and manoeuvring under their own engine power. Their use might therefore be considered an aircraft operation and the responsibility therefore lies with the aviation DH chain.

27. The GIA statement of use must define the intended use of, and place appropriate limitations on, specific GIA. This may form part of the TO AESO. The appropriate ODH needs to be briefed on how GIA are being used and what risks these imply. The statement of use provides a basis to conduct a risk assessment on the intended use of the GIA. Risks associated with GIA operation must be managed and owned iaw RA 1210 by the appropriate level DH. The TO must use the methodology defined in RA 1210 for developing the Hazard Log and Risk Register.

28. Where a PT exists then they must remain involved in the management of GIA since they have best access to PDS. The TO may suggest amendments to the maintenance schedule for GIA for the TAA to endorse and incorporate into the ADS.

29. GIA do not require a CAMO and are not required to hold a valid MARC.

30. The organization maintaining GIA may use aircraft maintenance processes detailed in the MAP-01 but need not hold an approval iaw the 4800 series RAs: MAOS MRP Regulation Part 145. The individual holding engineering authority MAP-J356 defined in RA 4212(4) AMC paragraph 21 may define in their TO AESO the engineering and competence requirements necessary to maintain GIA.

31. For the training of personnel taxiing and operating GIA must refer to RA 2305(7)10.

9 RA 1410 - Occurrence Reporting. 10 RA 2305 - Supervision of Flying



Note:

GTA Maintenance and Management

32. The maintenance and use of GTA is not catered for by the MRP; other than noting that GTA must be used and maintained iaw appropriate Health and Safety legislation; this section of GM is therefore not associated to a particular RA. The use of GTA is broad and therefore this GM is not exhaustive. MoD Health and Safety policy is defined in JSP 815.

33. The HofE will appoint a competent individual to be responsible for ensuring that GTA are safely maintained. In a TO holding GIA this may pragmatically be the same individual defined in paragraph 21.

34. The individual responsible for GTA maintenance will put in place an appropriate maintenance schedule which may utilise the extant ADS, the relevant maintenance policy, or relevant Technical Information. For GTA which are aircraft components this may be an extract from the ADS. For GTA procured as part of an external contract their maintenance policy may be covered within the terms of the contract. For locally manufactured GTA the maintenance schedule may be incorporated into the TO AESO. Changes to a published GTA maintenance schedule may be recorded and authorized in the TO AESO.

35. A TO may modify or manufacture GTA noting:

a. The local manufacture of GTA will be authorized by the individual at the TO holding engineering authority MAP-J356. The TO will assess the maintenance requirements and training practices for locally manufactured GTA.

b. GTA may be modified for training use, but this will be approved by the TAA or Commodity PTL if applicable and will be authorized by the individual at the TO holding engineering authority MAP-J356. The TO will assess the impact on the maintenance and training practices following any modification. The TO may use their AESO to record assessments on maintenance and use of modified and locally manufactured GTA.

c. The TAA or Commodity PTL may prohibit the modification of a GTA loaned to a TO. In such case the MOD F731s must be annotated to state ‘On Loan For Ground Training Use - Do Not Modify’ or words to that effect.





RA 4213 - Control of Aircraft Components used in Ground Test Facilities

Rationale Ground test facilities enable diagnostic, pre-use or standard serviceability tests to be carried out on aircraft components. In some instances, the component under test is installed in a test facility that uses aircraft components as part of a simulated aircraft system. As it may be physically possible to subsequently fit these components to an aircraft, it is imperative to ensure that they undergo appropriate maintenance before they are returned to aircraft use.

Contents 4213(1): Control of Aircraft Components used in Ground Test Facilities

Regulation 4213(1)

Control of Aircraft Components used in Ground Test Facilities 4213(1) Aircraft components that have been temporarily modified for

use with a ground test facility and which may, after further appropriate maintenance, subsequently be fitted to an aircraft or aircraft system shall be strictly controlled to ensure they are returned to the supply system at the correct modification state.






Regulatory Article





RA 4214 - Support Policy Statements

Rationale The aircraft Release to Service (RTS) is central to defining the airworthiness of an aircraft. The ►Air System Document Set (ADS)◄ is the hierarchical document of the structure of documents used to ensure the safe operation of the aircraft. One of the main subordinate documents within the ADS is the Support Policy Statement (SPS).

Contents 4214(1): Support Policy Statements

Regulation 4214(1)

Support Policy Statements 4214(1) Project Teams shall promulgate and maintain a Support

Policy Statement (SPS) for their platforms/equipment.


Support Policy Statements 1. Acceptable Means of Compliance is contained within MAP Chapters 5.14, 5.14.1 and 5.14.2.


Support Policy Statements 2. Guidance Material and associated processes are contained within MAP Chapters 5.14, 5.14.1 and 5.14.2.






RA 4250 - Management of Hand Tools and Test and Measuring Equipment (TME)

Rationale ►Withdrawn - Incorporated into RA4808(1) and RA4808(2)◄

Contents 4250(1): ►Withdrawn - Incorporated into RA4808(1)◄ 4250(2): ►Withdrawn - Incorporated into RA4808(2)◄

Regulation 4250(1)

Use of Hand Tools and Test and Measuring Equipment (TME) 4250(1) ►Withdrawn - Incorporated into RA4808(1)◄


Use of Hand Tools and Test and Measuring Equipment (TME) 1. ►Withdrawn - Incorporated into RA4808(1)◄


Use of Hand Tools and Test and Measuring Equipment (TME) 2. ►Withdrawn - Incorporated into RA4808(1)◄

Regulation 4250(2)

Identification of Hand Tools and Test and Measuring Equipment (TME) 4250(2) ►Withdrawn - Incorporated into RA4808(2)◄


Identification of Hand Tools and Test and Measuring Equipment (TME) 3. ►Withdrawn - Incorporated into RA4808(2)◄


Identification of Hand Tools and Test and Measuring Equipment (TME) 4. ►Withdrawn - Incorporated into RA4808(2)◄






RA 4251 - Tool Control Procedures



Regulation 4251(1)

Tool Control Procedures 4251(1) ►Withdrawn - Incorporated into RA4808(2)◄









RA 4253 - Loose Articles - Precautions and Recovery Procedures

Rationale Loose articles are classified as any items that have been dropped, lost, become detached or unaccounted for in and around aircraft, creating a potential hazard to the aircraft. Typical loose articles include items such as hand tools, pens, coins, nuts, bolts, washers and split pins which, when lost within an aircraft, could cause control restrictions and system malfunctions. In addition, engine compressors can also ingest loose articles, leading to significant damage or catastrophic failure.

Contents 4253(1): Responsibilities of Ground Crew or Passengers 4253(2): Loose Article Searches 4253(3): Release of Aircraft Following Unsuccessful Loose Article Search

Regulation 4253(1) 4253(2) 4253(3)

Responsibilities of Ground Crew or Passengers 4253(1) Aircrew, ground crew or passengers working on or travelling

in an aircraft, shall be responsible for the custody and stowage of any articles which they bring onto, or use within, the aircraft. They shall ensure that all such articles are removed from the aircraft on leaving it or on completion of their work.

Loose Article Searches 4253(2) Whenever a loose article occurs or is suspected, the area

where the item is thought to have been lost shall be searched and the loose article accounted for.

Release of Aircraft Following Unsuccessful Loose Article Search 4253(3) If a loose article cannot be accounted for, the risk to

personnel and aircraft shall be reduced to ‘As Low As Reasonably Practicable’ (ALARP) before the aircraft may be cleared for flight.







Page 2 of 2 CONTROLLED COPY WHEN PRINTED RA Initial Issue



RA 4254 - Local Manufacture of Parts for Aircraft and Airborne Equipment



Regulation 4254(1)

Local Manufacture of Parts for Aircraft and Airborne Equipment 4254(1) ►Withdrawn - Incorporated into RA4809(3)◄


Local Manufacture of Parts for Aircraft and Airborne Equipment 1. ►Withdrawn - Incorporated into RA4809(3)◄


Local Manufacture of Parts for Aircraft and Airborne Equipment 2. ►Withdrawn - Incorporated into RA4809(3)◄





RA 4255 - Electrical Bonding and Earthing of Aircraft and Associated Ground Support Equipment (GSE)

Rationale Electrical bonding and earthing of Aircraft and associated GSE prevents the build-up of electrostatic charges in equipment frames rising to dangerous voltages under fault conditions or, in alternating current systems, out-of-balance currents flowing in neutral lines.

Contents 4255(1): Electrical Bonding and Earthing of Aircraft and Associated Ground Support Equipment (GSE)

Regulation 4255(1)

Electrical Bonding and Earthing of Aircraft and Associated Ground Support Equipment (GSE) 4255(1) All parts of an Aircraft and its associated GSE shall be

electrically connected to earth prior to and during maintenance operations.






Regulatory Article




RA 4256 - Aircraft Weighing

Rationale For the safe and effective operation of aircraft the weight and centre of gravity (C of G) need to remain, at all times, within the limits specified in the Aircraft Release To Service (RTS). If these conditions are not satisfied, the consequences may range from failure to maintain adequate control and stability, loss of performance and increased consumption of fatigue life, to loss of the aircraft. The weight and C of G of an aircraft in flight can only be accurately determined if the weight and C of G are precisely known in a specified unloaded condition, ie the aircraft’s basic weight and C of G.

Contents 4256(1): Aircraft Weighing

Regulation 4256(1)

Aircraft Weighing 4256(1) Aircraft shall be weighed by authorized personnel only, and

at a specific periodicity defined by the PT.






Regulatory Article




RA 4257 - Surface Finish of Military Air Environment Equipment

Rationale The preservation and renewal of surface finishes is an essential part of the overall maintenance of aircraft, aircraft components and equipment, and of associated ground support equipment (GSE).

Contents 4257(1): Surface Finish of Military Air Environment Equipment

Regulation 4257(1)

Surface Finish of Military Air Environment Equipment 4257(1) Aircraft, aircraft components and equipment and associated

GSE Surface Finish coatings shall be applied, maintained and removed as directed by the platform or equipment Project Team (PT) and in accordance with Health, Safety and Environmental legislation.






Regulatory Article




RA 4260 - Checks on Helicopter Blades and Tail Pylons after Spreading Using Automatic or Semi-Automatic Systems

Rationale Helicopters with an automatic main rotor folding/spreading system and a pylon spread interlock system, or with automatic main rotor and pylon folding/spreading systems, have integral indication and interlock systems to ensure system integrity after spreading. These interlock systems maintain the airworthiness of the system during and post blade folding and spreading operations.

Contents 4260(1): Checks on Helicopter Blades and Tail Pylons after Spreading Using Automatic or Semi-Automatic Systems 4260(2): Checks after Spreading/Folding System Disturbance

Regulation 4260(1) 4260(2)

Checks on Helicopter Blades and Tail Pylons after Spreading Using Automatic or Semi-Automatic Systems 4260(1) Helicopters with fully automatic or semi-automatic blade and

pylon fold/spread systems may be cleared for flight with the main rotor blades and/or tail pylon folded. A positive check for system integrity after spreading shall be done.

Checks after Spreading/Folding System Disturbance 4260(2) If the spreading/folding system has been disturbed during

maintenance, or the requirement is specified by the platform PT, an independent inspection shall be carried out.






Regulatory Article





RA 4261 - Aircraft Independent Inspections



Regulation 4261(1)

Aircraft Independent Inspections 4262(1) ►Withdrawn - Incorporated into RA4815(2)◄


Aircraft Independent Inspections 1. ►Withdrawn - Incorporated into RA4815(2)◄


Aircraft Independent Inspections 2. ►Withdrawn - Incorporated into RA4815(2)◄






RA 4262 - Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment



Regulation 4262(1)

Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment 4262(1) ►Withdrawn - Incorporated into RA4812(4)◄


Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment 1. ►Withdrawn - Incorporated into RA4812(4)◄


Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment 2. ►Withdrawn - Incorporated into RA4812(4)◄






RA 4263 - Shift and Task Handover



Regulation 4263(1)

Shift and Task Handover 4263(1) ►Withdrawn - Incorporated into RA4811(3)◄


Shift and Task Handover 1. ►Withdrawn - Incorporated into RA4811(3)◄


Shift and Task Handover 2. ►Withdrawn - Incorporated into RA4811(3)◄





RA 4264 - Welding of Aircraft Parts

Rationale There are occasions when it may be necessary to fabricate or repair parts for aircraft and aircraft equipment utilizing welding techniques. This welding can either be carried out in-situ (where the part remains fitted to the next higher assembly) or stand-alone (where the part is isolated from the next higher assembly). The risks involved in carrying out in-situ welding are such that stand-alone welding should always be considered as the first option.

Contents 4264(1): Authorization of Welding 4264(2): In-Situ Welding

Regulation 4264(1) 4264(2)

Authorization of Welding 4264(1) Any fabrication or repair of parts for aircraft and aircraft

equipment using welding techniques shall be authorized by the PT responsible for the aircraft and/or aircraft equipment and published within a formal instruction.

In-Situ Welding 4264(2) In-situ welding shall not be carried out on aircraft, or aircraft

equipment, that are fuelled with AVGAS.


1. Acceptable Means of Compliance is contained within MAP Chapters 6.13 and 11.7.


2. Guidance Material and associated processes are contained within MAP Chapters 6.13 and 11.7.


Regulatory Article





RA 4265 – Maintenance Philosophy – General

Rationale ►RA 4265 relating to Laser Equipment Maintenance has been withdrawn as the content does not require regulating as Continuing Airworthiness activity. Duty Holders are already required by DSA 01.11, JSP 3752 and JSP 3903 to implement measures to ensure the safety of personnel within their areas of responsibility, and that is the more appropriate mechanism for regulating the subject activity. To complement the withdrawal of this regulation, appropriate changes will be made to the more detailed guidance in the MAP-014 in due course.◄


Regulation 4265(1)

Laser Equipment Maintenance 4265(1) ►Withdrawn – See Rationale◄


Maintenance 1. ►Withdrawn – See Rationale◄


Maintenance 2. ►Withdrawn – See Rationale◄

1 ►DSA 01.1 - Defence Policy for Health, Safety and Environmental Protection. 2 JSP 375 - Management of Health and Safety in Defence. 3 JSP 390 - Military Laser Safety. 4 Manual of Maintenance and Airworthiness Processes-01.◄

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP317_JointServiceSafetyRegulationsfortheStorageandHandlingof_FuelsandLubricants.aspx





RA 4266 - Re-use of Self-locking Fasteners

Rationale Whenever a self-locking fastener is re-used it is vital to airworthiness that the fastener retains the ability to function as designed. To ensure this, checks are required at the time of re-installation.

Contents 4266(1): Re-use of Self-locking Fasteners

Regulation 4266(1)

Re-use of Self-locking Fasteners 4266(1) The use of self-locking fasteners in aircraft maintenance

shall be strictly controlled.






Regulatory Article





RA 4300 - Certification of Aircraft Maintenance Documentation



Regulation 4300(1)

Certification of Aircraft Maintenance Documentation 4300(1) ►Withdrawn - Incorporated into RA4813(1)◄


Certification of Aircraft Maintenance Documentation 1. ►Withdrawn - Incorporated into RA4813(1)◄


Certification of Aircraft Maintenance Documentation 2. ►Withdrawn - Incorporated into RA4813(1)◄






RA 4302 - MOD Form 700 Documentation

Rationale ►Withdrawn - Incorporated into RA 4813(1)◄

Contents 4302(1): MOD Form 700 Documentation

Regulation

4302(1)

MOD Form 700 Documentation 4302(1) ►Withdrawn - incorporated into RA 4813(1)◄


4302(1)

MOD Form 700 Documentation 1. ►Withdrawn - incorporated into RA 4813(1)◄

Guidance Material

4302(1)

MOD Form 700 Documentation 2. ►Withdrawn - incorporated into RA 4813(1)◄





RA 4303 - Logistics Information Systems

Rationale A Logistic Information System (LIS) is defined as any electronic information system that allows the management, planning and detailed co-ordination of logistic operations within the Military Air Environment (MAE) ,whilst exploiting technology to minimize, where possible, the maintenance burden. The system may host administrative, financial, asset management and maintenance functionality or any combination of these functions.

Contents 4303(1): Interface of an LIS 4303(2): Complementary requirements of an LIS

Regulation 4303(1) 4303(2)

Interface of an LIS 4303(1) A LIS shall interface with other Information Systems (IS) as

required and shall be capable of use in all environments in which the equipment it supports will be expected to operate.

Complementary requirements of an LIS 4303(2) The LIS shall complement the safety, airworthiness and

operability, alongside platform maintenance and support activity, of aircraft and associated equipments.






Regulatory Article





RA 4304 - Electronic Certification of Aircraft Maintenance



Regulation 4304(1)

Electronic Certification of Aircraft Maintenance 4304(1) ►Withdrawn - Incorporated into RA4813(1)◄


Electronic Certification of Aircraft Maintenance 1. ►Withdrawn - Incorporated into RA4813(1)◄


Electronic Certification of Aircraft Maintenance 2. ►Withdrawn - Incorporated into RA4813(1)◄





RA 4305 - Electronic Documentation of Aircraft Maintenance

Rationale When utilized, Electronic Documentation (ED) of aircraft maintenance offers a number of potential advantages over traditional paper systems. These advantages can be summarized as follows:

a. The concept of ‘write once, access many times’ will avoid duplication that is prevalent in current paper documentation and simplify and enhance maintenance data accuracy.

b. Time spent on data recording, associated with aircraft maintenance, will be reduced. There will be cost benefits through significantly reduced requirements for paper forms.

c. Backup and electronic archiving of maintenance data will be readily achievable.

d. The need for asset tracking using manual returns will be reduced or in some cases removed altogether.

For these reasons the adoption of ED is encouraged and once adopted needs to be managed and stored effectively.

Contents 4305(1): Electronic Documentation of Aircraft Maintenance

Regulation 4305(1)

Electronic Documentation of Aircraft Maintenance 4305(1) Aircraft PTs shall regulate the format, control and

management of Electronic Data of aircraft maintenance and the storage of resultant processed data for the aircraft they are responsible for.


1. Acceptable Means of compliance is contained within MAP Chapter 7.3.2.




Regulatory Article





RA 4306 - Management of Arisings within a Ground Maintenance System (GMS)

Rationale For platforms utilizing a Ground Maintenance System (GMS), an arising indication represents a potential aircraft system fault or exceedance generated from a monitoring system either electronically recorded or manually reported as a symptom or work required.

Contents 4306(1): GMS Functionality Requirements 4306(2): ►Withdrawn - Incorporated into RA4806(5)◄

Regulation 4306(1)

GMS Functionality Requirements 4306(1) GMS shall provide the appropriate level of functionality to be

used for arising management.


GMS Functionality Requirements 1. Acceptable Means of Compliance is contained within ►MAP-01◄ Chapter 7.3.3.


GMS Functionality Requirements 2. Guidance Material and associated processes are contained within ►MAP-01◄ Chapter 7.3.3.

Regulation 4306(2)

GMS User Requirements 4306(2) ►Withdrawn - Incorporated into RA4806(5)◄


GMS User Requirements 3. ►Withdrawn - Incorporated into RA4806(5)◄


GMS User Requirements 4. ►Withdrawn - Incorporated into RA4806(5)◄






RA 4307 - Fault Reporting



Regulation 4307(1)

Fault Reporting 4307(1) ►Withdrawn - Incorporated into RA4814(1)◄


Fault Reporting 1. ►Withdrawn - Incorporated into RA4814(1)◄


Fault Reporting 2. ►Withdrawn - Incorporated into RA4814(1)◄






RA 4311 - Retention of Military Aviation Engineering Documentation



Regulation 4311(1)

Retention of Military Aviation Engineering Documentation 4311(1) ►Withdrawn - Incorporated into RA4813(3)◄


Retention of Military Aviation Engineering Documentation 1. ►Withdrawn - Incorporated into RA4813(3)◄


Retention of Military Aviation Engineering Documentation 2. ►Withdrawn - Incorporated into RA4813(3)◄






RA 4312 - Scanning and Electronic Storage of Military Aviation Engineering Documentation



Regulation 4312(1)

Scanning and Electronic Storage of Military Aviation Engineering Documentation 4312(1) ►Withdrawn - Incorporated into RA4813(3)◄


Scanning and Electronic Storage of Military Aviation Engineering Documentation 1. ►Withdrawn - Incorporated into RA4813(3)◄


Scanning and Electronic Storage of Military Aviation Engineering Documentation 2. ►Withdrawn - Incorporated into RA4813(3)◄





RA 4350 - Through Life Management of Technical Information

Rationale Technical Information (TI) is the information necessary to operate, maintain, repair, support and dispose of equipment throughout its life. It includes paper, fiche, drawings, Computer-Aided Design data, electronic text and non-textual data (eg graphics, video. The standard of TI has a direct effect on airworthiness from both a technical content as well as a usability perspective. It is vitally important that TI is produced and managed to ensure that it is of the required standard to maintain airworthiness.

Contents 4350(1): Through Life Management of Technical Information

Regulation 4350(1)

Through Life Management of Technical Information 4350(1) Once produced, Technical Information (TI) shall be

maintained throughout its complete life-cycle.



.




Regulatory Article




RA 4351 - Production and Maintenance of Maintenance Schedules

Rationale Maintenance Schedules are a fundamental part of maintaining airworthiness and so their production and maintenance needs to be controlled as with all Technical Information (TI). Maintenance Schedules need to meet the requirements of the Support Policy Statement (SPS).

Contents 4351(1): Production and Maintenance of Maintenance Schedules

Regulation 4351(1)

Production and Maintenance of Maintenance Schedules 4351(1) The production and maintenance of Maintenance Schedules

shall be managed through the complete life of the Type and Mark of the aircraft or equipment to which they refer.






Regulatory Article




RA 4352 - Production and Maintenance of Flight Test Schedules

Rationale The Flight Test Schedule details those essential tests of the handling, performance and systems functionality considered essential to proving the airworthiness and safe operation of air vehicles. It is limited to testing those parts of the aircraft and its equipment that cannot be checked for proper operation on the ground following maintenance activity.

Contents 4352(1): Production and Maintenance of Flight Test Schedules

Regulation 4352(1)

4352(1) A Flight Test Schedule shall be published in the relevant Topic 5M (or equivalent civilian document) and shall be maintained throughout the life of the Type and Mark of aircraft or equipment to which it refers.






Regulatory Article





RA 4353 - Amendment to Technical Information


Contents 4353(1): ►Withdrawn - Incorporated into RA4810(3)◄

Regulation 4353(1)

Amendment to Technical Information 4353(1): ►Withdrawn - Incorporated into RA4810(3)◄


Amendment to Technical Information 1. ►Withdrawn - Incorporated into RA4810(3)◄


Quality Occurrence Reporting 2. ►Withdrawn - Incorporated into RA4810(3)◄





RA 4356 - Topic 2(N/A/R) - General Orders, Special Instructions and Modifications

Rationale The aircraft and/or equipment Topic 2 deals with Design Organization modifications. However, there are instances where Project Teams (PTs) need to promulgate specific information relating to their aircraft and/or equipment. The Topic 2(N/A/R) series – General Orders, Special Instructions and Service Modifications, is a tri-Service publication, which provides the means for PTs to publish their aircraft and/or equipment-specific orders, special instructions and modifications.

Contents 4356(1): Topic 2(N-A-R) - General Orders, Special Instructions and Modifications

Regulation 4356(1)

Topic 2(N-A-R) - General Orders, Special Instructions and Modifications 4356(1) All aircraft PTs shall promulgate a Topic 2(N/A/R) for their

aircraft.






Regulatory Article




RA 4401 - Transfer of Aircraft and Equipment

Rationale This chapter details specific instructions for the engineering and flight indemnity aspects of the transfer of aircraft and equipment between aviation organizations.

Contents 4401(1): Transfer of Aircraft and Equipment

Regulation 4401(1)

Transfer of Aircraft and Equipment 4401(1) Aircraft and Equipment transfers shall be notified by means

of an official allotment order.






Regulatory Article





RA 4402 - Technical Equipment - Conditioning and Preparation for Movement or Storage



Regulation 4402(1)

Technical Equipment - Conditioning and Preparation for Movement or Storage 4402(1): ►Withdrawn - Incorporated into RA4809(1)◄


Technical Equipment - Conditioning and Preparation for Movement or Storage 1. ►Withdrawn - Incorporated into RA4809(1)◄


Technical Equipment - Conditioning and Preparation for Movement or Storage 2. ►Withdrawn - Incorporated into RA4809(1)◄






RA 4403 - Expedient Repair

Rationale There may be occasions when, due to a lack of either time or resources and the need to meet an overriding operational requirement, it is necessary to undertake repairs (which may include repairs to structural, mechanical, electrical, avionic and weapon systems) to an aircraft that are outside the limits for normal peacetime operations detailed in the ►Air System Document Set (ADS)◄. Such a repair, which generates a level of operational capability, potentially at the expense of a reduced level of airworthiness or longer-term aircraft structural and systems integrity, is termed an Expedient Repair (ER).

Contents 4403(1): Expedient Repair

Regulation 4403(1)

Expedient Repair 4403(1) Expedient Repair shall only be undertaken when authorized.


Expedient Repair 1. Acceptable Means of Compliance is contained within MAP Chapter 9.12.


Expedient Repair 2. Guidance material and associated processes are contained within MAP Chapter 9.12.






RA 4405 - Assessment, Categorization and Repair of Aircraft and Aircraft Structural Components

Rationale ►Withdrawn – Incorporated into RA4815(2)◄

Contents 4405(1):►Withdrawn – Incorporated into RA4815(2)◄

Regulation 4405(1)

Assessment, Categorization and Repair of Aircraft and Aircraft Structural Components 4405(1):►Withdrawn – Incorporated into RA4815(2)◄


Assessment, Categorization and Repair of Aircraft and Aircraft Structural Components 1. ►Withdrawn – Incorporated into RA4815(2)◄


Assessment, Categorization and Repair of Aircraft and Aircraft Structural Components 2. ►Withdrawn – Incorporated into RA4815(2)◄






RA 4406 - New Repair Instructions and Aerospace Equipment Design Requests

Rationale ►Withdrawn – Incorporated into RA4815(2)◄

Contents 4406(1): ►Withdrawn – Incorporated into RA4815(2)◄

Regulation 4406(1)

New Repair Instructions and Aerospace Equipment Design Requests 4406(1): ►Withdrawn – Incorporated into RA4815(2)◄


New Repair Instructions and Aerospace Equipment Design Requests 1. ►Withdrawn – Incorporated into RA4815(2)◄


New Repair Instructions and Aerospace Equipment Design Requests 2. ►Withdrawn – Incorporated into RA4815(2)◄





RA 4457 - Special Instructions (Technical)

Rationale Special Instructions (Technical) (SI(T)) are temporary instructions, issued by, or on behalf of, the Project Team (PT), to undertake a work package to identify, monitor, repair or prevent the occurrence or re-occurrence of a potential fault. SI(T) comprise: Special Technical Instruction (STI), Servicing Instruction (SI), Urgent Technical Instruction (UTI) and Routine Technical Instruction (RTI).

Contents 4457(1): Special Instructions (Technical)

Regulation 4457(1)

Special Instructions (Technical) 4457(1) Where a PT requires an instruction to undertake a work

package to identify, repair or prevent the occurrence or re-occurrence of a potential fault, the instruction shall be one of the following:

a. An STI when Design Organization (DO) input is required and remedial action is non-recurrent.

b. An SI when DO input is required and remedial action is recurrent.

c. An UTI when DO input is not required and remedial action is necessary within 14 days/25 flying hours.

d. An RTI when DO input is not required and remedial action is not necessary within 14 days/25 flying hours.


Generic Acceptable Means of Compliance (AMC) for STIs, SIs, UTIs and RTIs 1. Generic AMC for STIs, SIs, UTIs and RTIs is contained within MAP Chapters 10.5.1, 10.5.2 and 10.5.3.

Specific AMC for STIs and SIs 2. Specific AMC for STIs and SIs is contained within MAP Chapters 10.5.1 and 10.5.4.

Specific AMC for UTIs and RTIs 3. Specific AMC for STIs and SIs is contained within MAP Chapters 10.5.1 and 10.5.5.


Generic Guidance Material (GM) for STIs, SIs, UTIs and RTIs 4. Generic GM and associated processes for STIs, SIs, UTIs and RTIs are contained within MAP Chapters 10.5.1 and 10.5.3.

Specific GM for STIs and SIs 5. Specific GM and associated processes for STIs and SIs are contained within MAP Chapters 10.5.1 and 10.5.4.

Specific GM for UTIs and RTIs Specific GM and associated processes for STIs and SIs are contained within MAP Chapters 10.5.1 and 10.5.5.


Regulatory Article




RA 4462 - Aviation Local Technical Instructions

Rationale The purpose of an Aviation Local Technical Instruction (ALTI) is to enable the promulgation of a formal instruction, which satisfies an urgent local engineering requirement where high or mid-level directives are inadequate due to local operational or environmental circumstances.

Contents 4462(1): Raising ALTIs 4462(2): ALTI Restriction

Regulation 4462(1) 4462(2)

Raising ALTIs 4462(1) ALTIs shall be raised to overcome immediate problems with

extant maintenance schedules, instructions, orders or procedures, that are inadequate due to local operational or environmental reasons.

ALTI Restriction 4462(2) ALTIs shall not adversely affect airworthiness, except where

explicitly agreed in writing by the Project Team.






Regulatory Article




RA 4500 - Health and Usage Monitoring

Rationale The term Health and Usage Monitoring (HUM) encompasses a variety of techniques including operational load monitoring, vibration analysis, visual inspections, oil and wear debris analysis. The data obtained through such monitoring is used to preserve and enhance the airworthiness of the platform.

Contents 4500(1): Application of Health and Usage Monitoring Systems (HUMS) 4500(2): Exploitation of HUMS

Regulation 4500(1) 4500(2)

Application of Health and Usage Monitoring Systems (HUMS) 4500(1) HUMS shall be included on all new aircraft platforms and

retrofitted to existing aircraft fleets where justified by airworthiness and/or cost considerations.

Exploitation of HUMS 4500(2) HUMS data shall be exploited to preserve and enhance flight

safety and realize maintenance benefits.






Regulatory Article




RA 4501 - Vibration Control

Rationale Vibration induced by aerodynamic loads or structural resonance excited by rotating components, such as gas turbines, propellers and helicopter rotors, may induce high levels of stress in parts of the structure or transmission system. These stresses may lead to premature failure through fatigue, including increased secondary damage, such as wear or higher incidence of electronic component failure. Vibration Control (VC) is the engineering term given to the suppression of this vibration by analysis and rectification.

Contents 4501(1): Vibration Control

Regulation 4501(1)

Vibration Control 4501(1) A platform’s Project Team shall determine whether their

platform could benefit from Vibration Control and promulgate this within the Topic 5A1.






Regulatory Article




RA 4502 - Wear Debris Monitoring

Rationale Any components within an oil-wetted system that are in moving contact will generate small particles from the contact surfaces, mainly because of local loading between these surfaces. Excessive friction or abnormal loading of such components will increase the rate of particle generation and may change the nature of wear debris. It is therefore important to recognize the onset and significance of such changes in wear characteristics; such recognition forms the basis of effective wear debris monitoring (WDM).

Contents 4502(1): Applicability of Wear Debris Monitoring (WDM) 4502(2): Frequency of WDM Sampling

Regulation 4502(1) 4502(2)

Applicability of Wear Debris Monitoring (WDM) 4502(1) Aircraft shall be subject to either one or a combination of the

following WDM techniques: a. Spectrometric Oil Analysis. b. Magnetic Detector Plug and filter debris assessment.

Frequency of WDM Sampling 4502(2) The applicable technique(s) shall be promulgated within the

Topic 1.






Regulatory Article




RA 4503 - Hydraulic Oil Monitoring

Rationale Hydraulic system contamination control is an essential element of maintaining reliability. The function of contamination control is to maintain the fluid cleanliness of hydraulic systems at levels that promote continuous effective functioning. As contamination is an ever-present threat from sources both internal and external to the system, routine hydraulic monitoring of cleanliness levels is required.

Contents 4503(1): Hydraulic Monitoring – Aircraft 4503(2): Hydraulic Monitoring – Aerospace Ground Equipment

(AGE)

Regulation 4503(1) 4503(2)

Hydraulic Monitoring – Aircraft 4503(1) Aircraft shall be subject to hydraulic monitoring. Hydraulic Monitoring – Aerospace Ground Equipment (AGE) 4503(2) AGE supplying hydraulic fluid to aircraft shall be subject to

hydraulic monitoring.






Regulatory Article





RA 4504 - Non-Destructive Testing

Rationale ►RA 4504 relating to Non-Destructive Testing has been withdrawn as the Continuing Airworthiness activity is sufficiently regulated under RA 4806(6)1. To complement the withdrawal of this regulation, appropriate changes will be made to the more detailed guidance in the MAP-012 in due course.◄


Regulation 4504(1)

Non-Destructive Testing (NDT) 4504(1) ►Withdrawn – See Rationale◄


Non-Destructive Testing (NDT) 1. ►Withdrawn – See Rationale◄


Non-Destructive Testing (NDT) 2. ►Withdrawn – See Rationale◄

1 ►RA 4806(6) – Non-Destructive Testing (MRP 145.A.30(f)). 2 Manual of Maintenance and Airworthiness Processes-01.◄





RA 4507 - Aircraft Environmental Damage Prevention and Control

Rationale Environmental Damage (ED) is the term used to describe the physical degradation of material properties as a direct result of interaction with the climate or the environment. ED includes corrosion, erosion and the degradation of surface finish and composite material properties. The methods of minimizing the effects of ED on metallic and composite materials have commonality in that prevention relies heavily on the effective maintenance of protective systems such as coatings, tapes and corrosion-preventive compounds (CPCs).

Contents 4507(1): Platform Environmental Damage Prevention and Control (EDPC) Programme 4507(2): Component Environmental Damage Prevention and Control Programme

Regulation 4507(1) 4507(2)

Platform Environmental Damage Prevention and Control (EDPC) Programme 4507(1) Platform Project Team Leaders (PTLs) shall ensure that, by

Main Gate, the EDPC Programme is included within the Through-life Management plan (TLMP) for their aircraft.

Component Environmental Damage Prevention and Control Programme 4507(2) PTLs shall ensure that any component requirements, within

the EDPC programme, are addressed through arrangements with equipment/commodity PTs.






Regulatory Article





RA 4509 – Aircraft Domestic Water

Rationale ►RA 4509 relating to Aircraft Domestic Water has been withdrawn as the content relates to the provision of safe drinking water which is a medical rather than air safety issue; hence, it does not require regulating as Continuing Airworthiness activity. Duty Holders are already required by DSA 01.11 and JSP 3752 to implement measures to ensure the safety of personnel within their areas of responsibility, and that is the more appropriate mechanism for regulating the subject activity.◄


Regulation 4509(1)

Aircraft Domestic Water 4509(1) ►Withdrawn – See Rationale◄


Aircraft Domestic Water 1. ►Withdrawn – See Rationale◄


Aircraft Domestic Water 2. ►Withdrawn – See Rationale◄

1 ►DSA 01.1 – Defence Policy for Health, Safety and Environmental Protection. 2 JSP 375 - Management of Health and Safety in Defence.◄





RA 4510 - Ground Running of Aero-Engines and Auxiliary Power Units

Rationale There are occasions when aircraft services are required in order to carry out maintenance activities. Where ground support equipment (GSE) is not available or is unsuitable, aero-engines and auxiliary power units (APUs) may be used to provide these services. In addition, aero-engines and APUs may need to be started for diagnostic or testing purposes.

Contents 4510(1): Ground Running of Aero-Engines and APUs

Regulation 4510(1)

Ground Running of Aero-Engines and APUs 4510(1) Ground running of aero-engines and APUs shall be carried

out by properly constituted and authorized ground running teams.


1. Acceptable Means of Compliance are contained within MAP Chapters 11.9, 11.9.1, 11.9.2 and 11.9.3.


2. Guidance Material and associated processes are contained within MAP Chapters 11.9, 11.9.1, 11.9.2 and 11.9.3.


Regulatory Article




RA 4514 - Contaminated Breathing Oxygen

Rationale Contamination of an aircraft’s breathing oxygen system due to the ingress of moisture or other foreign bodies can adversely affect aircrew efficiency and therefore poses a serious flight safety hazard.

Contents 4514(1): Contaminated Breathing Oxygen

Regulation 4514(1)

Contaminated Breathing Oxygen 4514(1) Suspected or confirmed contaminated breathing oxygen and

associated equipment shall be subject to specific actions for testing and subsequent cleaning/purging. If confirmed, all sources of contamination shall be quarantined and a thorough investigation shall be carried out to prevent any escalation.






Regulatory Article




RA 4515 - Fuels, Lubricants and Associated Products

Rationale The Fuels, Lubricants and Associated Products (FLAP) used in the maintenance and operation of aircraft is required to perform in a severe operating environment under extremes of temperature, pressure and loading. Hence the responsibilities for the provision and use of FLAP within the MAE are to be clearly defined to ensure the safety and availability of platforms.

Contents 4515(1): Use of Standardized FLAP 4515(2): Use of AVTUR/FSII (F-34)

Regulation 4515(1) 4515(2)

Use of Standardized FLAP 4515(1) MOD platforms shall use standardized products (NATO or

Joint-Service equivalents) and only in exceptional circumstances should commercial or proprietary alternatives be used.

Use of AVTUR/FSII (F-34) 4515(2) Under the terms of STANAG 4362, the standard battlefield

fuel is AVTUR/FSII (F-34). Hence all platforms shall be capable of operating on this product.






Regulatory Article




RA 4550 - Electrical Wiring Interconnect System

Rationale The Electrical Wiring Interconnect System (EWIS) is a major aircraft system that requires careful consideration to ensure it will perform adequately for the life of the aircraft. Consequently, it is essential that the EWIS is maintained to an acceptable level.

Contents 4550(1): EWIS Regulation 4450(2): EWIS Regulation Support

Regulation 4550(1) 4550(2)

EWIS Regulation 4550(1) MAA Tech Cert PSI 2 shall define and promulgate EWIS

regulation. EWIS Regulation Support 4550(2) Air Commodities PT shall support MAA Tech Cert PSI 2 in

defining and promulgating EWIS regulation.






Regulatory Article




RA 4551 - Aircraft Wiring Husbandry

Rationale The majority of aircraft wiring in service is of thin wall construction and, as such, is vulnerable to mechanical damage. Specific factors in the maintenance of aircraft wiring are required to prevent early failure.

Contents 4551(1): Aircraft Wiring Husbandry

Regulation 4551(1)

Aircraft Wiring Husbandry 4551(1) Service aircraft and aircraft equipment at all levels of

maintenance shall be subject to Aircraft Wiring Husbandry procedures.




2. Guidance Material and associated processes are contained within MAP Chapter 12.1.1..


Regulatory Article




RA 4552 - Use of Crimped Splices in Aircraft Electrical Wiring Interconnect System

Rationale This regulation details the conditions governing the use of in-line crimped splices in aircraft Electrical Wiring Interconnect System (EWIS) installations.

Contents 4552(1): Use of Crimped Splices in Aircraft Electrical Wiring Interconnect System

Regulation 4552(1)

Use of Crimped Splices in Aircraft Electrical Wiring Interconnect System 4552(1) Crimped splices shall only be used to:

a. Replace an existing splice. b. Connect an extension to an existing wire or cable. c. Support a modification action or other approved

instruction.






Regulatory Article




RA 4553 - Aircraft Electrical Wire

Rationale Aircraft Electrical Wire (AEW) as utilised within the aircraft Electrical Wiring Interconnect System (EWIS) requires regulatory governance to prevent the introduction of unsuitable wire types into Service aircraft during maintenance and modification

Contents 4553(1): Type of AEW to be Used on Aircraft 4553(2): Importance of Wire Type

Regulation 4553(1) 4553(2)

Type of AEW to be Used on Aircraft 4553(1) Pure polyimide wire shall not be introduced, as AEW, into

Service aircraft by procurement, modification or maintenance activity.

Importance of Wire Type 4553(2) AEW is part of the EWIS and shall be afforded the same

importance as that of the aircraft structure.






Regulatory Article




RA 4554 - Maintenance and Repair of Aircraft Data Buses

Rationale In order to manage the large amounts of data transferred between systems on aircraft, one or more Data Buses may be employed. Experience has shown that maintaining the integrity of an aircraft Data Bus is paramount in ensuring the correct operation of the systems connecting to it.

Contents 4554(1): Maintenance and Repair of Aircraft Data Buses

Regulation 4554(1)

Maintenance and Repair of Aircraft Data Buses 4554(1) Whenever aircraft Data Bus systems are disturbed or

repaired, they shall be footprinted to ensure that the integrity of the system is maintained.






Regulatory Article




RA 4555 - Aircraft Fibre Optic Systems

Rationale Compared to conventional electrical systems, Fibre Optic (FO) systems offer significant weight saving, greater bandwidth and intrinsic TEMPEST hardening. However, FO systems do require careful use and handling compared to conventional electrical systems.

Contents 4555(1): Aircraft Fibre Optic Systems

Regulation 4555(1)

Aircraft Fibre Optic Systems 4555(1) FO installations and equipment used within the MAE shall be

subject to strict control.






Regulatory Article




RA 4556 - Pitot Static Systems - Maintenance Responsibilities

Rationale Insufficient care during maintenance or disturbance of aircraft pitot static systems could cause incorrect or badly made pipeline connections that could cause false information to be fed to vital flight instruments and other systems. It is therefore essential that certain checks be done following any maintenance task associated with pitot and static systems.

Contents 4556(1): Maintenance of Pitot Static Systems 4556(2): Sense and Leak Tests

Regulation 4556(1) 4556(2)

Maintenance of Pitot Static Systems 4556(1) Maintenance of pitot static systems shall be strictly

controlled. Sense and Leak Tests 4556(2) Sense and leak tests shall be required whenever pitot static

systems are disturbed.






Regulatory Article





RA 4557 – Electrostatic Discharge Sensitive Devices – Prevention of Damage by Static Electricity

Rationale ►RA 4557 relating to Electrostatic Discharge Sensitive Devices has been withdrawn as the content relates to engineering good practice rather than airworthiness, so does not require regulating as Continuing Airworthiness activity. To complement the withdrawal of this regulation, appropriate changes will be made to the more detailed guidance in the MAP-011 in due course.◄


Regulation 4557(1)

Electrostatic Discharge Sensitive Devices – Prevention of Damage by Static Electricity 4557(1) ►Withdrawn – See Rationale◄


Electrostatic Discharge Sensitive Devices – Prevention of Damage by Static Electricity 1. ►Withdrawn – See Rationale◄


Electrostatic Discharge Sensitive Devices – Prevention of Damage by Static Electricity 2. ►Withdrawn – See Rationale◄







RA 4558 – Aircraft TEMPEST Testing

Rationale ►RA 4558 relating to Aircraft TEMPEST Testing has been withdrawn as the content relates to security rather than airworthiness so does not require regulating as Continuing Airworthiness activity.◄


Regulation 4558(1)

Aircraft TEMPEST Testing 4558(1) ►Withdrawn – See Rationale◄


Aircraft TEMPEST Testing 1. ►Withdrawn – See Rationale◄


Aircraft TEMPEST Testing 2. ►Withdrawn – See Rationale◄






RA 4559 – Aircraft COMSEC Material

Rationale ►RA 4559 relating to Aircraft COMSEC Material has been withdrawn as the content does not require regulating as Continuing Airworthiness activity. Organizations are already required by JSP 4401 and JSP 4902 to implement measures to ensure security of communications.◄


Regulation 4559(1)

Aircraft COMSEC Material 4559(1) ►Withdrawn – See Rationale◄


Aircraft COMSEC Material 1. ►Withdrawn – See Rationale◄


Aircraft COMSEC Material 2. ►Withdrawn – See Rationale◄

1 ►JSP 440 - Defence Manual of Security. 2 JSP 490 - Defence Cryptosecurity Operating Instructions.◄

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP490.aspx





RA 4561 - Maintenance of Aircraft Compass Accuracy

Rationale Many things, including those maintenance activities not directly involving work on compass systems, may cause compass inaccuracies. Consequently, to restore and maintain the accuracy of aircraft compass systems it is essential that appropriate maintenance actions are carried out.

Contents 4561(1): Maintenance of Aircraft Compass Accuracy

Regulation 4561(1)

Maintenance of Aircraft Compass Accuracy 4561(1) Aircraft compass accuracy shall be ensured through specific

maintenance actions.






Regulatory Article




RA 4600 - Aircraft Assisted Escape Systems - Safety Precautions

Rationale Inadvertent operation of an Aircraft Assisted Escape System (AAES) or Crew Escape System (CES) has the potential to cause serious injury or death.

Contents 4600(1): Movement of AAES 4600(2): AAES Safety Precautions 4600(3): Storage of AAES Components

Regulation 4600(1) 4600(2) 4600(3)

Movement of AAES 4600(1) Movement of AAES safety devices shall be strictly

controlled. AAES Safety Precautions 4600(2) All personnel required to maintain or operate aircraft fitted

with an AAES shall be conversant with the safety devices, safety conditions and safety precautions for that AAES.

Storage of AAES Components 4600(3) Armed Ejection Seats and canopies or CES fitted with

miniature detonating cord, which have been removed for aircraft maintenance, shall be stored in authorized locations in accordance with JSP 482.






Regulatory Article




RA 4601 - Aircraft Assisted Escape Systems - Maintenance Responsibilities

Rationale Maintenance carried out on/in the vicinity of an Aircraft Assisted Escape Systems (AAES) or Crew Escape Systems (CES) is potentially lethal and particular care is required to prevent the possibility of accidents.

Contents 4601(1): Aircraft Assisted Escape Systems - Maintenance Responsibilities

Regulation 4601(1)

Aircraft Assisted Escape Systems - Maintenance Responsibilities 4601(1) Maintenance activity on AAES shall be strictly controlled.






Regulatory Article




RA 4602 - Aircraft Assisted Escape Systems - Maintenance, Vital and Independent Checks

Rationale It is imperative that Aircraft Assisted Escape Systems (AAES) and Crew Escape Systems (CES) function correctly when operated. To achieve this, their maintenance is subject to mandatory checks.

Contents 4602(1): Aircraft Assisted Escape Systems – Maintenance, Vital and Independent Checks

Regulation 4602(1)

Aircraft Assisted Escape Systems – Maintenance, Vital and Independent Checks 4602(1) Whenever an Aircraft Assisted Escape System (AAES) or

associated components are disturbed or are subject to maintenance in a maintenance bay or workshop, the AAES or associated components shall be subject to vital, independent or maintenance checks, as appropriate.






Regulatory Article




RA 4603 - Lifing, Marking and Maintenance of Carbon Dioxide (CO2) Cylinders Used in Life Preservers

Rationale Carbon dioxide (CO2) cylinders used in life preservers may be rechargeable or disposable. Manufacturers supply all cylinders in a charged condition. Compressed CO2 cylinders are survival equipment and as such are required to operate as designed in an emergency.

Contents 4603(1): Lifing, Marking and Maintenance of Carbon Dioxide (CO2) Cylinders Used in Life Preservers

Regulation 4603(1)

Lifing, Marking and Maintenance of Carbon Dioxide (CO2) Cylinders Used in Life Preservers 4603(1) CO2 cylinders used in life preservers shall be subject to a

lifing criteria.






Regulatory Article




RA 4604 - Survival Equipment Maintenance

Rationale Survival Equipment is required to operate as designed in normal and emergency situations.

Contents 4604(1): Survival Equipment Maintenance

Regulation 4604(1)

Survival Equipment Maintenance 4604(1) Maintenance of Survival Equipment (SE) shall be strictly

controlled.






Regulatory Article




RA 4605 - Compressed Gas Cylinders having an Airborne Application

Rationale Compressed Gas cylinders that have or may have an airborne application pose a considerable risk to aircraft. It is essential that cylinders have a strict lifing criteria to reduce this risk to a minimum.

Contents 4605(1): Compressed Gas Cylinders having an Airborne Application

Regulation 4605(1)

Compressed Gas Cylinders having an Airborne Application 4605(1) Compressed gas cylinders used in the Military Air

Environment shall be subject to a lifing criteria.






Regulatory Article




RA 4607 - Aircraft Role Equipment - Maintenance, Modification and Control

Rationale Most aircraft in the Military Air Environment are capable of performing a variety of roles. To enable this, each aircraft type may employ a suite of role equipment which, when installed, will permit operations in the required role to be carried out. Because role equipment is fitted to the aircraft to carry out specific task’s the maintenance and control of role equipment is an essential part of airworthiness.

Contents 4607(1): Role Equipment Preventive Maintenance Schedule 4607(2): Maintenance of Role Equipment

Regulation 4607(1) 4607(2)

Role Equipment Preventive Maintenance Schedule 4607(1) A PT with responsibility for role equipment shall determine

the preventive maintenance schedule for that equipment. Maintenance of Role Equipment 4607(2) Maintenance of role equipment shall cover the maintenance

activities for both installed and uninstalled role equipment, including any specific storage requirements.


1. Acceptable Means of Compliance is contained within the MAP Chapter 13.7.




Regulatory Article




RA 4652 - Weapon Preparation and Loading

Rationale Due to the significant risks associated with explosive armament stores, it is necessary to ensure that all personnel involved with the preparation, loading or unloading of such stores are trained and authorized. These personnel are required to have currency in the procedures for carrying out weapon preparation and loading/unloading tasks, including failure to release procedures, to ensure ongoing competency and immediate availability of trained personnel when required.

Contents 4652(1): Weapon Preparation and Loading

Regulation 4652(1)

Weapon Preparation and Loading 4652(1) The preparation, loading and unloading of weapons, and

non-explosive or non-expendable stores, specified by the Front Line Command (FLC), shall be carried out only by personnel who have been trained, certified competent and authorized.






Regulatory Article





RA 4653 – Examination of In-use Pyrotechnics and Dangerous Goods Issued for use in Survival Equipment and on Airborne Platforms

Rationale ►RA 4653 relating to Examination of In-use Pyrotechnics and Dangerous Goods has been withdrawn as the content does not require specific regulation; all equipment requires appropriate maintenance in accordance with Approved Data. To complement the withdrawal of this regulation, appropriate changes will be made to the more detailed guidance in the MAP-011 in due course.◄


Regulation 4653(1)

Examination of In-use Pyrotechnics and Dangerous Goods Issued for use in Survival Equipment and on Airborne Platforms 4653(1) ►Withdrawn – See Rationale◄


Examination of In-use Pyrotechnics and Dangerous Goods Issued for use in Survival Equipment and on Airborne Platforms 1. ►Withdrawn – See Rationale◄


Examination of In-use Pyrotechnics and Dangerous Goods Issued for use in Survival Equipment and on Airborne Platforms 2. ►Withdrawn – See Rationale◄






RA 4654 - Connecting Electro-Explosive Devices

Rationale An Electro-Explosive Device (EED) is an explosive or pyrotechnic device designed to be initiated by electrical means, which, if inadvertently operated or initiated, could cause extensive damage and loss of life. To protect the tradesman who is undertaking the connection of the EED to its Electrical Firing Circuit (EFC) and those personnel and materiel in the vicinity of this activity, it is necessary to carry out a test of the EFC, known as a No-Volts Safety Test (NVST).

Contents 4654(1): Connecting Electro-Explosive Devices

Regulation 4654(1)

Connecting Electro-Explosive Devices 4654(1) A No-Volts Safety Test shall be carried out prior to

connecting an Electro-Explosive Device to its Electrical Firing Circuit.






Regulatory Article




RA 4655 - Aircraft Armament System Maintenance

Rationale In the interests of safety and reliability, the highest standards of maintenance are required when applied to Aircraft Armament Systems (AAS).

Contents 4655(1): Aircraft Armament System Maintenance

Regulation 4655(1)

Aircraft Armament System Maintenance 4655(1) Maintenance of Aircraft Armament Systems shall be carried

out at specific intervals and shall be strictly controlled.






Regulatory Article




RA 4656 - Lifing of Explosives and Associated Ancillaries

Rationale Modern explosives are both costly and time-consuming to develop, procure and modify. It is therefore essential to optimise the maximum safe life of explosives and to avoid early and expensive replacement or modification.

Contents 4656(1): Lifing of Explosives and Associated Ancillaries

Regulation 4656(1)

Lifing of Explosives and Associated Ancillaries 4656(1) Explosive stores (including explosives in Aircraft Assisted

Escape Systems (AAES)), components containing explosive stores and many non-explosive ancillaries such as suspension lugs, shall be allocated a life.

Acceptable Means of Compliance4656(1)





Regulatory Article




RA 4657 - Armed Aircraft Safety Precautions

Rationale The inadvertent release or firing of an aircraft's weapons, or other weapon system mishap whilst an aircraft is on the ground, could cause extensive damage and loss of life. Therefore, extreme caution is needed when an aircraft is armed or is in the process of being loaded or unloaded.

Contents 4657(1): Armed Aircraft Safety Precautions

Regulation 4657(1)

Armed Aircraft Safety Precautions 4657(1) Maintenance of Aircraft Armament Systems (AAS), the

loading and unloading of explosive armament stores and the fitting and removal of explosive components shall be strictly controlled with specific procedures and safeguards to reduce risk to a minimum.


1. Acceptable Means of Compliance is contained within MAP Chapters 14.7 and 14.7.2.


2. Guidance Material and associated processes are contained within MAP Chapters 14.7 and 14.7.2.


Regulatory Article





RA 4660 - Aircraft Explosive Armament Stores, Explosive Components and Related Equipment - Performance Failures

Rationale A performance failure is the failure of an explosive armament store or explosive component, or of an associated equipment, to function as designed. For the safety of personnel and the aircraft it is essential that strict procedures be followed when a failure occurs.►◄.

Contents 4660(1): Aircraft Explosive Armament Stores, Explosive Components and Related Equipment - Performance Failures

Regulation

4660(1)

Aircraft Explosive Armament Stores, Explosive Components and Related Equipment - Performance Failures 4660(1) Following a performance failure of aircraft explosive

armament stores, explosive component or related equipment, action taken shall follow detailed instructions and procedures to ensure the safety of personnel and of the aircraft.


4660(1)

Aircraft Explosive Armament Stores, Explosive Components and Related Equipment - Performance Failures 1. Acceptable Means of Compliance is contained within MAP Chapter 14.8.

Guidance Material

4660(1)

Aircraft Explosive Armament Stores, Explosive Components and Related Equipment - Performance Failures 2. Guidance Material and associated processes are contained within MAP Chapter 14.8.





RA 4700 - Military Air Environment Quality Policy

Rationale Achieving optimal operational performance and maintaining air safety are paramount features of air environment engineering and logistics support activities. Therefore, the use of defined safe processes, practices and procedures, adequate supervision and high-calibre management are all essential elements of an integrated management system. Increased confidence is gained through a rigorous process of independent review and evaluation that verifies the continued adequacy and effectiveness of these essential control arrangements. This whole process ensures that air environment engineering and logistics standards and working practices are being maintained and adapted, thus ensuring that front-line forces are provided with consistent levels of high-quality support.

Contents 4700(1): Military Air Environment Quality Policy

Regulation 4700(1)

Military Air Environment Quality Policy 4700(1) All engineering and logistics organizations within the military

air environment shall develop and implement a Quality Management System which, as a minimum, meets the basic requirements and principles of the ISO 9001.






Regulatory Article





RA 4701 - Quality Occurrence Reporting



Regulation 4701(1)

Quality Occurrence Reporting 4701(1): ►Withdrawn - Incorporated into RA4815(3)◄










RA 4702 - Quality Auditing



Regulation 4702(1)

Quality Auditing 4702(1): ►Withdrawn - Incorporated into RA4815(3)◄


Quality Auditing 1. ►Withdrawn - Incorporated into RA4815(3)◄


Quality Auditing 2. ►Withdrawn - Incorporated into RA4815(3)◄






RA 4800 - General Requirements (MRP Part 145)

Rationale The RA 4800-4849 series is a discrete set of Regulatory Articles that govern maintenance organizations, named the MRP Part 145 due to their derivation from the European Military Airworthiness Requirements (EMAR) 145. ►RA 4800 outlines the fundamental requirements for maintenance organizations and the applicability of the Maintenance Approved Organization Scheme (MAOS).◄

Contents 4800(1): General Requirements (MRP Part 145)

Regulation 4800(1)

General Requirements (MRP Part 145) 4800(1) On-aircraft maintenance, and off-aircraft maintenance that is

carried out on UK Government property, shall only be carried out by organizations whose management, technical resources and quality assurance arrangements are demonstrably adequate to provide products and services of the required quality, economically and on time.


General Requirements (MRP Part 145) 1. A contractor-run organization should qualify for the issue or continuation of an approval for the maintenance of military aircraft or components through the Maintenance Approved Organization Scheme (MAOS), in accordance with the RA 4800-4849 series (MRP Part 145) or, where applicable, the MRP Part 145 Supplement - Requirements Document (S-RD)►1◄.

2. A military-run organization does not require a MAOS approval to maintain military aircraft or components, but its compliance with the relevant parts of the RA 4800-4849 series (MRP Part 145) should be assured under single-Service arrangements. In addition, some 3rd party assurance activity will be conducted by the MAA as part of existing audit arrangements.


General Requirements (MRP Part 145) 3. The layout of Regulatory Articles and the definition of terminology such as ‘Acceptable Means of Compliance’ (AMC) and ‘Guidance Material’ (GM) are set down in MAA01 and the RA 4800-4849 series must be read in conjunction with this document. Furthermore, this RA must be read in association with RA 1005 - ►Contracting with Competent Organizations◄.

4. The RA 4800-4849 series establishes the requirements to be met by a contractor-run organization to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. The series is based on the framework published in EMAR ►◄ 145 and its associated ►AMC and GM◄. In addition, the RA 4800-4849 series has broader applicability, as defined below.

5. While the RA 4800-4849 series forms the requirements to be met by a contractor-run maintenance organization to qualify for the issue or continuation of an MAA approval through MAOS, it does not negate the requirement for such an organization to adhere to other applicable regulations ►(as contracted)◄ within the MRP. ►Each RA must be considered for applicability. Such regulations include, but are not limited to, those in the GEN 1000 series (for example, RA 1200 – Defence Air Safety Management). The AMC for many of these regulations refer to Military Maintenance Organization (MMO) specific terms such as MAP-01 Authority Levels and Authorizations etc, Approved Maintenance Organization (AMO) specific

1 ►Defined in Annex A to this RA.◄




equivalent terms may be used instead but the AMO’s means of meeting the regulation must be demonstrably no less safe than the requirements of the AMC and must be detailed in the organization’s Maintenance Organization Exposition (MOE).◄

6. As an alternative to direct compliance with the RA 4800-4849 series as a whole, a contractor-run maintenance organization holding an applicable ►European Aviation Safety Agency (EASA)◄ Part 145 approval may apply for an MAA approval through the process detailed in the MRP Part 145 SRD. This document may only be used, however, by those organizations meeting the qualifying criteria and conditions contained within this document, and when agreed by the MAA. The MRP Part 145 SRD is at Annex A to this RA.

7. ►For the purposes of the RA 4800-4849 series, “on UK Government property” means on UK Government land, Royal Navy or Royal Fleet Auxiliary ships.◄

Warning

8. The Ministry of Defence (MOD), like its contractors, is subject to both United Kingdom and European laws regarding Health and Safety at Work. All Defence Standards and Regulatory Articles either directly or indirectly invoke the use of processes and procedures that could be injurious to health if adequate precautions are not taken. Continuing Airworthiness Engineering (CAE) 4000 Regulatory Articles or their use in no way absolves users from complying with statutory and legal requirements relating to Health and Safety at Work.

Applicability and Definitions

9. The RA 4800-4849 series, known as the MRP Part 145, provides the regulation to be met by contractor-run maintenance organizations to qualify for the approval required by this regulation and RA 1005. Organizations obtaining such approval will be referred to throughout the RA 4800-4849 series as AMO.

10. The RA 4800-4849 series also forms part of the wider CAE 4000 Regulatory Articles that govern Continuing Airworthiness activity. As such, these regulations have applicability to military-run aircraft and aircraft component maintenance organizations; these organizations will be referred to throughout the RA 4800-4849 series as MMO. Notwithstanding this dual applicability, there is currently no requirement for MMOs to obtain approval to conduct aircraft or aircraft component maintenance from the MAA; suitable exemption to this effect is contained in the relevant individual regulations, summarized below in Table 1.

Table 1. RA 4800-4849 series (MRP Part 145) Applicability

MMO Applicability AMO Applicability

RA 4800-4801 Yes Yes

RA 4802-4804 No Yes

RA 4805-4815 Yes Yes

RA 4816 No Yes

RA 4817 Yes Yes

RA 4818-4821 No Yes 11. The scale of an MMO may differ between maintenance organizations depending on the organizational construct within which it is located. MMOs may conduct maintenance in the Forward domain, the Depth domain, or both, and it is possible that several MMOs may be located at the same Unit or MOD site.

12. ►Work undertaken in support of defined◄ maintenance packages and/or modification programmes at an MMO where such work is not undertaken under its control►2◄ (for example, but not exclusively, by a ►◄ Contractor Working Party)

2 ►The phrase “not undertaken under its control” is meant as those activities not undertaken as part of manpower substitution activity for which the AM(M) retains the power to authorize personnel as certifying or support staff. Examples are modification programmes or scheduled maintenance packages.◄




would be regarded as “contractor-run” maintenance and hence an organization undertaking such work will require approval under RA 4800-4849 (MRP Part 145) and be considered as a separate AMO.

13. In order to facilitate the dual applicability, a number of RAs within the RA 4800-4849 series (MRP Part 145) detail AMC and/or GM that is applicable to either MMOs only, AMOs only, or both. Therefore, where necessary, AMC/GM has been split under the following 3 headings: ‘Common AMC/GM’, ‘Additional AMC/GM - MMOs only’ and ‘Additional AMC/GM - AMOs only’. Paragraphs located under the heading ‘Common AMC’ are applicable to both MMOs and AMOs and ►must◄ be complied with by both; paragraphs located under the headings ‘Additional AMC - MMOs/AMOs only’ ►must◄ be complied with, in addition to any AMC detailed under the ‘Common AMC’ heading, by an MMO or AMO respectively. It is not permissible for AMOs to follow the ‘MMOs only’ AMC in lieu of the AMO-only AMC, or vice-versa, without specific approval from the MAA to do so. Where no such headings exist, the entire AMC/GM relating to that sub-RA is applicable to both MMOs and AMOs.

Terminology

14. Due to its provenance from EMAR ►◄ 145 (which itself was derived from the civilian EASA Part 145), much of the terminology used throughout the RA 4800-4849 series (MRP Part 145) mirrors that used in civilian aviation (eg ‘certifying staff’). There is, however, no intention for such terms to replace their commonly understood military equivalents, but are used in the RA 4800-4849 series (MRP Part 145) as a means to provide a common regulatory framework for all maintenance organizations. Traditional military terminology (eg ‘1st/2nd/3rd signature’) will continue to be used in supporting publications and process manuals (eg MAP-01) and guidance on how to interpret their application to the RA 4800-4849 series (MRP Part 145) will be present in the individual Regulatory Articles.

Application for MAOS MRP Part 145 Approval

15. An organization seeking MAOS approval must apply in the first instance to the MAA, by email to [email protected].

mailto:[email protected]






ANNEX A TO RA 4800

MRP PART 145 SUPPLEMENT - REQUIREMENTS DOCUMENT (S-RD) 1. This document details a simplified process for a maintenance organization approved in accordance with (iaw) the European Commission Regulation (EC) No 2042/2003 Annex II, EASA Part 145 (hereinafter referred to as EASA Part 145) to qualify for an approval iaw MAA Regulatory Publications Part 145 (MRP Part 145) under the Maintenance Approved Organization Scheme. An MRP Part 145 approval issued through the method detailed in this document is as an alternative to the organization demonstrating compliance with the RA 4800-4849 series as a whole; its use will be limited to those organizations who meet the qualifying criteria and conditions set out in Section 1 below.

2. The MAA has assessed the requirements of EASA Part 145 against those of MRP Part 145 and established the substantial degree to which MRP Part 145 compliance can be demonstrated by virtue of holding a current EASA Part 145 approval of an applicable scope. However, where the MRP Part 145 contains requirements that may not be met by the organization through its EASA Part 145 approval, demonstration of compliance will be necessary in order to gain an MRP Part 145 approval; these additional requirements are detailed in Section 2 of this document. Therefore, subject to meeting the qualifying criteria and conditions in Section 1, a maintenance organization approved by the UK CAA under EASA Part 145 may apply for the issue of an MRP Part 145 approval by submitting an MRP Part 145 Supplement (hereinafter referred to as the ‘Supplement’) that details how these additional requirements are met. Hence, the organization is not required to duplicate effort in re-justifying how it meets the requirements common with EASA Part 145.

3. As detailed in MAA013, the MRP is applicable to continuing airworthiness engineering activities associated with aircraft on the UK Military Aircraft Register. Therefore, while the MAA’s acceptance of an organization’s Supplement will provide an exemption from the need to comply with the RA 4800-4849 series as a whole, it does not remove the need for an organization to comply with any other applicable areas of the MRP.

SECTION 1 - QUALIFYING CRITERIA AND CONDITIONS

4. An organization may use the process in this document to apply for an MRP Part 145 approval subject to meeting the following criteria:

a. The organization shall demonstrate the need for an MRP Part 145 approval (eg a contracted requirement to maintain UK military registered aircraft).

b. The organization shall hold a valid EASA Part 145 approval certificate, issued by the CAA iaw the current EASA Part 145, covering all applicable approval classes and ratings, and at the locations that require an MRP Part 145 approval.

c. The organization shall meet the conditions of CAP 562 - Book 1, Chapter B, Leaflet B-404 (hereinafter referred to as Leaflet B-40), which includes, but is not limited to, the following:

(1) The aircraft maintained shall be civil type-certificated types that are eligible for a Certificate of Airworthiness.

(2) The continuing airworthiness of the aircraft shall be managed by an organization holding an EASA Part M subpart G (with ARC privileges) approval for those aircraft, and maintained iaw a maintenance programme approved iaw EASA Part M, M.A.3025.

(3) The CAA will be carrying out oversight of the organization as part of the continuation of their EASA Part 145 approval and conducting periodic airworthiness sampling checks of the aircraft6.

5. Prior to submission of the Supplement, the organization shall confirm that it is content to comply with all of the following requirements to:

a. Allow the MAA to inspect the organization for initial and continued compliance with procedures and standards relating to the maintenance of military registered aircraft and to investigate specific problems7.

3 MAA01 - Military Aviation Authority Regulatory Policy. 4 CAP 562: Civil Aircraft Airworthiness Information and Procedures (CAAIP), https://www.caa.co.uk/cap562. 5 This does not obviate the requirement for an MOD Continuing Airworthiness Management Organization to manage the continuing airworthiness of military-registered aircraft, iaw RA 4947 - Continuing Airworthiness Management (MRP Part M Sub Part G), 4000 Series. 6 Extract taken from Leaflet B-40, Para 1.3.


https://www.caa.co.uk/cap562

https://www.gov.uk/government/collections/4000-series-continuing-airworthiness-engineering-regulations-cae




b. Cooperate with the relevant MOD Continuing Airworthiness Manager (MODCAM), and his authorized representatives, in order that he can discharge his responsibilities for the continuing airworthiness of relevant military registered aircraft iaw the RA 4900 series (MRP Part M). While the MODCAM may rely on the EASA Part M subpart G organization to undertake much of the continuing airworthiness management activity on his behalf, the maintenance organization shall permit the MODCAM (and his authorized representatives) full access to those areas of the organization involved in the maintenance of military registered aircraft, when deemed necessary by the MODCAM.

c. Cooperate with the relevant MOD Type Airworthiness Authority (TAA), and his authorized representatives, in order that he can effectively manage the type airworthiness of relevant military registered aircraft iaw RA 1015(1)8.

d. Accept that investigation and enforcement action9 may be taken by the MAA iaw the regulations and procedures contained within the MRP.

e. Cooperate with any MAA investigation or enforcement action.

6. Notwithstanding the qualifying criteria and conditions detailed here, the MAA may, in exceptional circumstances, require a maintenance organization to submit a full MRP Part 145 Maintenance Organization Exposition, iaw the RA 4800-4849 series, before an MRP Part 145 approval is granted. This is detailed further in Appendix 1.

SECTION 2 - ADDITIONAL REQUIREMENTS APPLICABLE TO MAINTENANCE ORGANIZATIONS APPROVED UNDER EASA PART 145

General requirements

7. The MAA agrees that a maintenance organization that meets the qualification criteria and conditions of Section 1 will be eligible for an MRP Part 145 approval once the MAA is satisfied that the requirements of this document have been met. To achieve this approval, the organization shall complete a Supplement and submit it to the MAA iaw Appendix 1.

8. Since an MRP Part 145 approval granted in this manner is largely based on the EASA Part 145 approval held, the current EASA Part 145 Maintenance Organization Exposition shall be submitted to the MAA10 together with the completed Supplement, iaw Appendix 1. However, where the procedures detailed within the Exposition are deviated from or expanded when used on military registered aircraft and its components, the Supplement must highlight this and the revised procedures shall be detailed. Similarly, where the EASA Part 145 Maintenance Organization Exposition details Alternative Means of Compliance to EASA Part 145, then this shall also be highlighted.

9. Where content required in the Supplement is contained within the EASA Part 145 Maintenance Organization Exposition, it is not necessary to reproduce the content. Rather, the content shall be identified in the Supplement by referencing the corresponding part of the Exposition.

10. Likewise, where the Supplement requirement is not applicable to the organization’s scope of work (eg where the aircraft being maintained does not have ‘military role equipment’ fitted), a statement to that effect should be included in the relevant section of the Supplement.

11. The MRP Part 145 approval will not exceed the scope of the ratings and limitations contained in the EASA Part 145 approval certificate.

12. The Supplement shall detail the locations at which the MRP Part 145 approval will be exercised.

13. The Supplement shall be amended as necessary to remain an up-to-date description of the organization. The organization should specify a process for submitting amendments in their Supplement and identify who within the organization is responsible for amendment action. The Supplement and any subsequent amendment shall be approved by the MAA, unless such amendment is deemed a ‘minor amendment’, as follows:

a. The process for incorporating minor amendments shall be detailed in the Supplement.

7 While the principle of this document is that the MAA will utilize the evidence of the EASA Part 145 approval to confirm compliance with elements of MRP Part 145, the MAA will retain the right to inspect the organization if deemed necessary. 8 RA 1015 - Type Airworthiness Authority (TAA) - Airworthiness Responsibilities, 1000 Series. 9 MAA enforcement policy is detailed in MAA01 Chapter 4. 10 If necessary, the Exposition may be redacted to remove any elements that do not relate to the maintenance of military-registered aircraft.

https://www.gov.uk/government/collections/1000-series-general-regulations-gen



b. The process for minor amendments, if required, shall define the type of amendments to which it may be applied11. This may be aligned with the type of amendments deemed a minor amendment in the EASA Part 145 Exposition, as required by EASA Part 145.A.70(c).

14. An organization approved under MRP Part 145 shall be subject to the privileges and limitations detailed in RA 4817(1) (MRP 145.A.75(a))12 and RA 4818(1) (MRP 145.A.80(a))13 with respect to the maintenance of UK military registered aircraft.

Personnel requirements

15. The Supplement shall contain a statement by the Accountable Manager of the organization, who should be the same individual nominated iaw EASA Part 145.A.30(a), which commits the organization to compliance with EASA Part 145 and the conditions and requirements of this document whilst operating under their MRP Part 145 approval. This should include recognition of the consequences of failing to meet these requirements.

a. The statement by the Accountable Manager shall embrace the intent of the following statement, which may be used without amendment but any modification shall not alter the intent:

The EASA Part 145 Exposition, MRP Part 145 Supplement and any associated referenced manuals defines the organization and procedures upon which the MRP Part 145 approval is based, as required by the MAA Part 145 Supplement - Requirements Document. These procedures are approved by the undersigned and should be complied with, as applicable, when work/orders are being progressed under the terms of the MRP Part 145 approval.

It is accepted that these procedures do not override the necessity of complying with any new or amended regulation/instruction published by the MAA, EASA or the CAA from time to time where these new or amended regulations/instructions are in conflict with the procedures contained within this Supplement and the EASA Part 145 Exposition.

It is understood that the MAA will approve this organization whilst the MAA is satisfied that the procedures are being followed and work standards maintained and that this organization retains its EASA Part 145 approval certificate for the corresponding approval class and ratings. It is further understood that the MAA reserves the right to suspend, limit or revoke the approval of the organization if the MAA believes that procedures are not being followed or standards are not being upheld.

Signed……………………………………….

Name......[print name in block capitals]…..

Dated………………………………………..

Accountable Manager and ………………….[quote position]…………..……

For and on behalf of…………………..[quote organization’s name]………...

b. Whenever the Accountable Manager changes, the new Accountable Manager should sign the statement detailed above (or alternative) at the earliest opportunity. Failure to carry out this action could invalidate the MRP Part 145 approval.

16. The organization shall identify the person or group of persons responsible for the organization’s compliance with this document14. Such person(s) shall ultimately be responsible to the Accountable Manager. These should be the relevant individuals nominated iaw EASA 145.A.30(b) and the nominated individuals should have a working knowledge of the relevant parts of the MRP, including this document.

17. The organization shall ensure that certifying staff and support staff have an adequate understanding of the contents of the Supplement. In the case of certifying staff, this shall be accomplished before the issue or re-issue of the certification authorization.

11 Examples of minor amendments may include: correcting typographical errors; renumbering of procedures, provided that the intent of the procedure has not changed; editorial changes to procedures, provided that the intent of the procedure has not changed; and changes to named individuals within procedures, excluding those individuals that are required to hold an EASA Form 4. 12 RA 4817 - Privileges of the Organization, 4000 Series. 13 RA 4818 - Limitations on the Organization, 4000 Series. 14 The MAA does not intend to conduct interviews with any of these individuals. Rather, where the individual is the holder of an EASA Form 4, this fact will be taken as evidence of the individual’s competence and suitability to hold this appointment.





Release statement

18. The Supplement shall contain the procedure for the certification of aircraft release (also known as the ‘release to service’) of a military registered aircraft, which meets the requirements of RA 4812(1) and RA 4812(2) (MRP 145.A.50(a) and MRP 145.A.50(b))15, noting the following:

a. The detailed procedure should contain the release statement that will be used. Organizations completing a Supplement (and hence meeting the qualifying conditions and criteria of Section 1) may use an alternative release statement to that detailed in AMC to RA 4812(1) and RA 4812(2), provided that:

(1) This statement must declare that the maintenance has been performed to the standard accepted by the MAA; and

(2) The statement differentiates itself from an EASA Part 145 release statement for an aircraft with an EASA Certificate of Airworthiness. An example release to service statement that is acceptable to both the MAA and the UK CAA is contained in Leaflet B-4016.

b. The reference to RA 4810 (MRP 145.A.45) may be taken to mean a reference to EASA Part 145.A.45, subject to the additional requirements of approved maintenance data listed at Paragraph 23 of this document.

Occurrence reporting

19. The organization shall report to the MOD any condition of the aircraft or component identified by the organization that has resulted or may result in an unsafe condition that is a serious hazard to flight safety. The Supplement shall detail its procedures for such reporting to the MAA, TAA, MODCAM and broader MOD, as required. Procedures shall state how the organization will comply with the occurrence reporting requirements of RA 141017.

Military role equipment

20. Any specific ‘military role equipment’ fitted to the aircraft, as detailed in Leaflet B-4018, shall be controlled and maintained iaw procedures detailed in the Supplement. This shall include a procedure for the acceptance, storage and provisioning of ‘military role equipment’ parts, which shall include content to demonstrate compliance with the requirements of RA 4809(1) and RA 4809(2) (MRP 145.A.42(a) and MRP 145.A.42(b))19.

21. Where ‘military role equipment’ is present, certifying staff and support staff shall have an adequate understanding of such equipment to be maintained and the associated organizational procedures for maintaining it. Procedures shall be detailed in the Supplement to state how staff will achieve this requirement, which should include the need to expand relevant continuation training (as required by EASA 145.A.35) where necessary.

Special Instructions (Technical)

22. Where TAA-issued Special Instructions (Technical) (SI(T)s), as defined in RA 5405(1)20, are applicable21 the Supplement shall detail procedures for the organization to:

a. Ensure completeness of, and compliance with, relevant SI(T)s.

b. Hold a copy of all SI(T)s that the TAA and MODCAM requires them to comply with.

c. Prior to the installation of a component, ensure that the particular component is eligible to be fitted when different SI(T) standards may be applicable; this is in addition to the requirements of EASA 145.A.42(b).

Approved maintenance data

23. In order to reflect the differing sources of ‘approved’ maintenance data in MRP Part 145 and EASA Part 145, the Supplement shall include the following:

15 RA 4812 - Certification of Maintenance Release, 4000 Series. 16 Although the Leaflet B-40 example release statement quotes “Part 145”, this refers to MRP Part 145. 17 RA 1410 - Occurrence Reporting, 1000 Series. 18 In summary, Leaflet B-40 defines ‘military role equipment’ as those elements of an aircraft modification that cannot be approved by EASA due to its nature and military security requirements. 19 RA 4809 - Acceptance of Components, 4000 Series. 20 RA 5405 - Special Instructions (Technical), 5000 Series. 21 It is acknowledged that, subject to MAA agreement, the TAA may sanction the use of civil instructions (eg Airworthiness Directives) in place of SI(T)s as part of the platform’s Airworthiness Strategy. However, should any ‘military role equipment’ used on the aircraft be subject to SI(T)s, compliance will need to be demonstrated.




https://www.gov.uk/government/collections/5000-series-design-and-modification-engineering-regulations-dme



a. A procedure to ensure that the organization holds and uses maintenance data iaw the requirements of RA 4810(1) and RA 4810(2) (MRP 145.A.45(a) and MRP 145.A.45(b))22 and to ensure that the use of such data has been approved by the relevant TAA.

b. A procedure for modifying maintenance instructions iaw the requirements of RA 4810(4) (MRP 145.A.45(d))23.

c. Where MOD-sponsored publications are used:

(1) A procedure for notifying the MOD publication sponsor of maintenance data inaccuracies iaw RA 4810(3) (MRP 145.A.45(c)).

(2) A procedure for checking that all publication amendments are being received and incorporated iaw RA 4810(7) (MRP 145.A.45(g)).

Tools and equipment

24. The process for the control of tools, equipment and test equipment must ensure that the aircraft or aircraft component is clear of all tools and equipment on completion of any maintenance or servicing activity, as required by EASA Part M, M.A.402(f). If this element of the process is not detailed in the EASA Part 145 Maintenance Organization Exposition, the process shall be detailed in the Supplement. The preferred standard for the control and calibration of tools, equipment and test equipment in the Military Air Environment is contained in the Manual of Maintenance and Airworthiness Processes (MAP-01)24 Chapter 6.1 and Chapter 6.1.1.

25. Where equipment and tools are provided as Government Furnished Equipment, the organization shall state the procedure for controlling such equipment and tools in their Supplement.

Personnel and Certifying Staff

26. Where applicable, the personnel records established through EASA 145.A.35(j) should record the individual’s security clearance.

27. Where necessary, the process for granting military pilots certifying authorizations shall be detailed in the Supplement. This process shall state the qualifying criterion used and the scope of authorizations permitted.

Quality system

28. The organization’s independent audit plan, as established through EASA 145.A.65(c), shall be expanded to encompass the additional procedures detailed in the Supplement.

Appendix:

1. MRP Part 145 Supplement - Approval Processes.

22 RA 4810 - ►Technical Information (MRP 145.A.45)◄, 4000 Series. 23 Due to the very nature of the aircraft’s lease arrangements with the MOD, an organization maintaining military-registered, civil-owned aircraft will normally be required to hold both an MRP Part 145 and EASA Part 145 approval. As such, any deviation from approved maintenance data must only be done following approval from the TAA, who will establish any financial implications that such deviation may have to the MOD, prior to the deviation being authorized. 24 Manual of maintenance and airworthiness process-01 (MAP-01).


https://www.gov.uk/government/publications/manual-of-maintenance-and-airworthiness-process-01-map-01



APPENDIX 1 TO ANNEX A TO RA 4800

MRP PART 145 SUPPLEMENT - APPROVAL PROCESSES APPLICATION FOR MRP PART 145 APPROVAL

Applicant actions

1. An application for the issue or variation of an MRP Part 145 approval should be submitted to the MAA MAOS Approval Group [email protected] on an MAA Form 225. In submitting the Form 2, the organization should:

a. Demonstrate the need for an MRP Part 145 approval (eg a contracted requirement to maintain UK military registered aircraft).

b. Ensure that the application does not exceed the scope of the ratings and limitations contained in the EASA Part 145 approval certificate26.

c. State their request to gain an approval by submitting a completed Supplement to the organization’s approved EASA Part 145 Maintenance Organization Exposition, in place of a full MRP Part 145 Maintenance Organization Exposition specified in the RA 4800-4849 series.

2. Once the MAA has confirmed that the organization may apply for MRP Part 145 approval by completing a Supplement, the organization shall complete a Supplement for assessment by the MAA. A Supplement template is available to download from the MAOS page on the MAA website.

3. The completed Supplement should be submitted to [email protected], together with the current EASA Part 145 Maintenance Organization Exposition and the latest CAA Audit Report.

MAA actions

4. On receipt of the MAA Form 2, the MAA will assess the organization’s need for approval and the required level of MAA oversight:

a. In those instances where the MAA assesses that there is sufficient CAA oversight of the activities undertaken (less the additional requirements detailed in this document), the organization will be informed that they may complete a Supplement to apply for MRP Part 145 approval.

b. Exceptionally, where the MAA assesses that completion of a Supplement will not be either appropriate or sufficient for the organization to demonstrate compliance with the additional requirements of MRP Part 145, the MAA will instruct the organization to demonstrate full RA 4800-4849 series compliance through the submission of an MRP Part 145 Maintenance Organization Exposition. In such instances, the following should be noted:

(1) The provisions of RA 4816(4) (MRP 145.A.70(d))27 may still be applied.

(2) In compiling the MRP Part 145 Maintenance Organization Exposition, the organization should highlight to the relevant TAA any areas where MRP compliance may invalidate their EASA Part 145 approval. Where this is the case, an application for a regulatory Exemption, Waiver or Alternative Acceptable Means of Compliance, as appropriate, may be submitted to the MAA for consideration, iaw MAA0328.

5. When satisfied that the conditions of MRP Part 145 have been met through assessing the Supplement and, where necessary, conducting an approval visit to the organization, the MAA will issue an MRP Part 145 approval certificate to the maintenance organization.

CONTINUATION OF MRP PART 145 APPROVAL

6. The MRP Part 145 approval is issued for an unlimited duration, noting the limitation detailed in Paragraph 16 of this Annex. It shall remain valid subject to:

a. The organization remaining in compliance with the Supplement; and

b. The MAA and/or their authorized representatives being granted access to the organization to determine continued compliance with the Supplement; and

25 The MAA Form 2 is available on the MAA Website. 26 It is not necessary for the application to cover all B and C Ratings held under the EASA Part 145 approval if such ratings are outside the scope of the Maintenance Approved Organization Scheme. This scope is detailed in RA 1005 - ►Contracting with Competent Organizations◄, 1000 Series. 27 RA 4816 - Maintenance Organization Exposition, 4000 Series. 28 MAA03 - MAA Regulatory Processes.



https://www.gov.uk/government/publications/maintenance-approved-organization-scheme-maos






c. The organization continuing to hold a valid EASA Part 145 approval for the applicable class and ratings; and

d. The organization providing the MAA with a copy of each applicable EASA Part 145 CAA Audit Report within 10 working days of receiving this report; and

e. The MRP Part 145 approval certificate not being surrendered or revoked.

7. The organization shall ensure that the Supplement continues to reflect the organization’s procedures and activities. Any change will require an amendment of the Supplement iaw Paragraphs 9-12 of this Annex.

8. The organization shall continue to cooperate with the MAA, as required.

AMENDMENT OF MRP PART 145 APPROVAL

9. Any amendment of the Supplement shall be submitted to the MAA iaw the relevant procedure contained within the Supplement.

10. In addition, the organization shall notify the MAA of any proposal to carry out any of the following changes in order for the MAA to determine continued compliance with the Supplement and to amend, if necessary, the approval certificate:

a. The ownership of the organization or its parent company.

b. The name of the organization.

c. The main location of the organization.

d. Additional locations of the organization at which the MRP Part 145 approval will be exercised.

e. The Accountable Manager.

f. Any of the persons nominated as responsible for the organization’s compliance with the Supplement, as detailed in Paragraph 16 of the main document.

11. Notification should occur before such changes take place, except in the case of proposed changes in personnel not known to the management beforehand; these changes should be notified at the earliest opportunity.

12. Failure to ensure that the EASA Part 145 Maintenance Organization Exposition and the Supplement are kept up to date in respect of regulatory changes, and that the organization staff comply with the procedures therein, could invalidate the MRP Part 145 approval.

REVOCATION, SURRENDER AND SUSPENSION OF THE MRP PART 145 APPROVAL

13. An MRP Part 145 approval shall be revoked or suspended29 by the MAA if the organization fails to comply with the conditions and requirements detailed in this document.

14. A revocation or suspension of the EASA Part 145 approval shall automatically invalidate the MRP Part 145 approval.

15. The MAA will notify the holder of an MRP Part 145 approval in writing about any suspension.

16. Organizations that do not exercise the privileges of their approval within a 2 year period should surrender the approval unless a contractual requirement for its retention can be demonstrated.

17. Upon surrender or revocation, the MRP Part 145 approval certificate shall be returned to the MAA.

29 Further information on the MAA’s Enforcement Policy is contained within MAA01.







RA 4801 - General Definitions (MRP 145.A.01) Rationale ►The term ‘Certifying Staff’ is used throughout the RA4800-4849 series (MRP Part

145) to describe an individual who may be granted certification privileges. Such individuals are required to have met the qualification criteria defined here.◄

Contents 4801(1): ►Withdrawn◄ 4801(2): Certifying Staff (MRP 145.A.01(b))

Regulation 4801(1)

The Regulator (MRP 145.A.01(a)) 4801(1) ►Withdrawn◄


The Regulator (MRP 145.A.01(a)) 1. ►Withdrawn◄


The Regulator (MRP 145.A.01(a)) 2. ►Withdrawn◄

Regulation 4801(2)

Certifying Staff (MRP 145.A.01(b)) 4801(2) For the purpose of RA4800-4849 (MRP Part 145), ►staff

shall meet one of the following eligibility criteria to be qualified as ‘certifying staff’:◄ (a) ►Be appropriately experienced and have completed,

as a minimum, MOD Phase 2 technical training; or (b) Hold an appropriate category A, B1, B2 or C licence in

compliance with European Aviation Safety Agency (EASA) Annex III (Part 66); or

(c) Be appropriately experienced and have completed suitable civilian training (civilian contractors only).◄


Certifying Staff (MRP 145.A.01(b)) ►Common AMC◄ 3. ►Nil.◄

►Additional AMC – Military Maintenance Organizations (MMOs) only◄

4. ►Military staff within an MMO will meet the eligibility criteria required by RA4801(2) (MRP 145.A.01(b)) by virtue of their trade and rank. In this respect, the relevant single-Service eligibility criteria should be met, as promulgated in the Authorization Ranging tables in MAP-01 Chapter 4.3.1.◄

►Additional AMC – Approved Maintenance Organizations (AMOs) only◄

5. ►The qualification of an individual as certifying staff should be categorized according to the scope of certification privileges available and the trade boundaries in which these privileges may be exercised.◄




Certifying Staff (MRP 145.A.01(b)) ►Common GM◄ 6. ►RA4801(2) (MRP 145.A.01) is an interim regulation prior to the publication of MRP Part 66, which is in development. Its purpose is to define the qualification and experience criteria to be met by individuals in order to consequently be eligible for authorization as ‘certifying staff’, subject to meeting the applicable requirements of RA4806 (MRP 145.A.30) and RA4807 (MRP 145.A.35). This RA does not seek to regulate the issue of certification or any other engineering authorizations, which are regulated through RA4806 (MRP 145.A.30) and, where applicable, RA1006.◄

7. ’Certifying staff’ are ►only◄ those individuals with the specific responsibility of endorsing the ►’Certification of Aircraft/Component Release’◄ in accordance with RA4812 (MRP 145.A.50) ►with the exception of where the MOD Form 700 is used as the aircraft technical log, when this term also includes all individuals who carry out the responsibility of ‘3rd signature’, as defined in MAP-01 Chapter 4.3.2.◄ Certifying staff must not be confused with ‘support staff’, who may hold authorization to sign maintenance documentation but do not hold the authorization privilege to endorse the ►’Certification of Aircraft/Component Release’.◄

8. ►The term ‘MOD Phase 2 technical training’ is defined within MAP-01 Chapter 4.1.

9. In derogation to RA4801(2) (MRP 145.A.01(b)), RA4806(10) (MRP 145.A.30(j)) regulates the granting of maintenance authorizations to non-engineering staff.◄

►Additional GM - MMOs only◄

10. ►The terms ‘certifying staff’ and ‘support staff’ are used throughout the RA4800-4849 series (MRP Part 145), as derived from European Military Airworthiness Requirements (EMAR) 145, together with the introduction of a further term, ‘support staff with supervisory authorization’ in order to provide greater equivalence with traditional MAP-01 levels of signing aircraft maintenance documentation. Table 1 translates the RA4800-4849 series (MRP Part 145) terminology to that which is used in the MAP-01, as defined in MAP-01 Chapter 4.3.2.

Table 1. Equivalence of terms.

Term used in RA4800-4849 series Equivalent term used in MAP-01

Certifying Staff 3rd signature

Support Staff with Supervisory Responsibilities 2nd signature

Support Staff 1st signature◄

►Additional GM - AMOs only◄ 11. ►When an individual does not hold an appropriate Category A, B1, B2 or C licence in compliance with EASA Annex III (Part 66), a suitable level of experience and qualification must be demonstrated before the individual can be used as certifying staff. In addition to the requirements of RA4807(2) (MRP 145.A.35(b)), it is incumbent on the person granting a certification authorization to such an individual to assess their basic experience and qualification level in the absence of a recognized EASA licence.◄



RA 4802 - Scope ►of the MRP Part 145◄ (MRP 145.A.10) ►- Approved Maintenance Organizations (AMOs) only◄

Rationale Approval under RA4800-4849 (MRP Part 145) will permit ►an AMO◄ to conduct maintenance of military aircraft and/or components, within a defined scope. The method of compliance may differ for those small ►AMOs◄ which do not have the personnel to undertake the full range of RA4800-4849 (MRP Part 145) activities themselves. This regulation provides greater detail in this respect.

Contents 4802(1): Scope ►of the MRP Part 145◄ (MRP 145.A.10(a))

Regulation 4802(1)

Scope ►of the MRP Part 145◄ (MRP 145.A.10(a)) 4802(1) ►A contractor-run Maintenance Organization◄ shall meet

the requirements of RA4800-4849 (MRP Part 145) to qualify for the issue or continuation of an approval to maintain military aircraft and components.


Scope ►of the MRP Part 145◄ (MRP 145.A.10(a)) 1. Nil.


Scope ►of the MRP Part 145◄ (MRP 145.A.10(a)) ‘Line’ and ‘base’ maintenance 2. For the purposes of RA4800-4849 (MRP Part 145) approval, the terms ‘line’ and ‘base’ maintenance are used to define specific types of maintenance activity. These terms overlap, but are not aligned to, the military framework of ‘forward’ and ‘depth’, since line and base maintenance can be carried out in both the forward and depth domains. It is possible for an organization to be approved to conduct line maintenance only, base maintenance only or both.

a. Line maintenance is defined as any maintenance that is carried out before flight to ensure that the aircraft is fit for the intended flight. It may include, but is not limited to:

(1) Trouble shooting/fault diagnosis.

(2) Fault rectification.

(3) Component replacement with use of external test equipment if required. Component replacement may include components such as engines, propellers and rotors.

(4) Scheduled maintenance and/or checks including visual inspections that will detect obvious unsatisfactory conditions/discrepancies but do not require extensive in depth inspection. It may also include internal structure, systems and power plant items, which are visible through quick opening access panels/doors.

(5) Minor repairs and modifications, which do not require extensive disassembly and can be accomplished by simple means.

b. Maintenance tasks falling outside these criteria are considered to be base maintenance. c. For temporary or occasional cases (eg ►Service Instructions (Technical)




(SI(T)s) or Airworthiness Directives (ADs)◄), the Quality Manager may accept base maintenance tasks to be performed by a line maintenance organization provided all regulatory requirements are fulfilled.

d. Aircraft maintained in accordance with ‘progressive’/’equalized’ ►preventive◄ maintenance type programmes may be individually assessed in relation to this paragraph. In principle, the decision to allow some equalized checks to be carried out by a ‘line maintenance only’ approved organization will be determined by the assessment that all tasks within the particular check can be carried out safely to the required standards at the designated line maintenance station.

3. Where the ►AMO◄ uses facilities both inside and outside the UK, such as satellite facilities, subcontractors, line stations etc, such facilities may be included in the approval without being identified on the approval certificate subject to the Maintenance Organization Exposition identifying the facilities and containing procedures to control such facilities and the MAA being satisfied that they form an integral part of the ►AMO.◄

Guidance for small ►AMOs◄

4. It is recognized that an RA4800-4849 (MRP Part 145) approval may be required by 2 quite different types of small ►AMO,◄ the first being the component maintenance workshop, eg radio equipment or wheels etc., the second being specialized services, eg welding or NDT. This part of the Guidance Material provides detail on how these small ►AMOs◄ may satisfy the intent of RA4800-4849 (MRP Part 145).

5. Where only one person is employed (holding the certifying function and others), this ►AMO◄ may use the guidance provided in the following sub-paragraphs, limited to the following approval classes: Class B2 – Small Piston Engines; Class C – Components; Class D1 – Non-Destructive Inspections.

Note:

The following sub-paragraphs only include the relevant clauses of RA4800-4849 (MRP Part 145) for which this guidance applies. When RAs within RA4800-4849 (MRP Part 145) are not listed, then it means that full compliance must be demonstrated.

a. With reference to RA4806(2) (MRP 145.A.30(b)), the minimum requirement is for one full time person who meets the RA 4801(2) (MRP 145.A.01(b)) requirements for certifying staff and holds the position of Accountable Manager, Maintenance Engineer and is also certifying staff. No other person may issue a certificate of maintenance and therefore, if absent, no maintenance may be released during such absence.

Note:

‘Full time’ for the purpose of RA4800-4849 (MRP Part 145) means not less than 35 hrs per week except during vacation periods.

b. The quality monitoring function of RA4815(3) (MRP 145.A.65(c)) may be contracted to an appropriate ►AMO◄ or to a person with appropriate technical knowledge and extensive experience of quality audits employed on a part time basis, with the agreement of the MAA.

c. In the case of an approval based on one person using a subcontracted quality monitoring arrangement, the requirement for a record of certifying staff, as defined in RA4807 (MRP 145.A.35), is satisfied by the submission to and acceptance by the MAA of the MAA Form 4. With only one person, the requirement for a separate record of authorization is unnecessary because the MAA Form 3A Approval Schedule defines the authorization. An appropriate




statement to reflect this situation must be included in the exposition.

d. With reference to RA4815(3) (MRP 145.A.65(c)), it is the responsibility of the contracted quality monitoring organization or person to make a minimum of 2 visits per 12 months to the ►AMO◄ being monitored and it is the responsibility of this organization or person to carry out such monitoring on the basis of one visit pre-announced and one visit unannounced to the ►AMO.◄ It is the responsibility of the ►AMO◄ to comply with the findings of the contracted quality monitoring organization or the person.

Note:

It must be understood that, if the contracted quality monitoring organization or the above mentioned person loses or gives up its approval, then the organization’s approval will be suspended.

6. An ►AMO◄ with up to 10 persons involved in maintenance may use the following guidance:

a. With reference to RA4806(2) (MRP 145.A.30(b)), the normal minimum requirement is for the employment on a full-time basis of 2 persons who meet the RA4801(2) (MRP 145.A.01(b)) requirements for certifying staff, whereby one holds the position of ‘Maintenance Engineer’ and the other holds the position of ‘Quality Audit Engineer’.

b. Either person can assume the responsibilities of the Accountable Manager, providing that they can comply in full with the applicable elements of RA4806(1) (MRP 145.A.30(a)), but the Maintenance Engineer will be the certifying person to retain the independence of the Quality Audit Engineer to carry out audits. Nothing prevents either engineer from undertaking maintenance tasks providing that the Maintenance Engineer endorses the certification of maintenance release.

c. The Quality Audit Engineer will have similar qualifications and status to the Maintenance Engineer for reasons of credibility, unless he has a proven track record in aircraft quality assurance, in which case some reduction in the extent of maintenance qualifications may be permitted.

d. In cases where the MAA agrees that it is not practical for the organization to nominate a post-holder for the quality monitoring function, this function may be contracted in accordance with Paragraph 5.






RA 4803 - Application for Approval (MRP 145.A.15) - Approved Maintenance Organizations (AMOs) only

Rationale It is necessary for there to be a defined method of application for the issue or variation of an RA4800-4849 (MRP Part 145) approval.

Contents 4803(1): Application for Approval (MRP 145.A.15(a))

Regulation

4803(1)

Application for Approval (MRP 145.A.15(a)) 4803(1) An application for the issue or variation of an approval shall

be made to the MAA in an agreed form and manner.


Application for Approval (MRP 145.A.15(a)) 1. The application should be made on an MAA Form 2.

2. Applications should be submitted to the MAA Maintenance Approved Organization Scheme (MAOS) Approvals Group (►[email protected]◄).


Application for Approval (MRP 145.A.15(a)) 3. The MAA Form 2 can be downloaded from the MAOS Approvals page on the MAA Website (►www.gov.uk/maa◄).









RA 4804 - Terms of Approval (MRP 145.A.20) ►- Approved Maintenance Organizations (AMOs) only◄

Rationale When granted, an approval will be for a defined scope of work, which will follow the format detailed in this RA.

Contents 4804(1): Terms of Approval (MRP 145.A.20(a))

Regulation 4804(1)

Terms of Approval (MRP 145.A.20(a)) 4804(1) The ►contractor-run Maintenance Organization◄ shall

specify the scope of work required for approval in its Exposition.


Terms of Approval (MRP 145.A.20(a)) 1. The approval class and rating system defined at Annex A to this regulation should be used.


Terms of Approval (MRP 145.A.20(a)) 2. The following table identifies the corresponding system number, as defined in the Areospace and Defence Industries ASD/AIA S1000D Standard Numbering System (SNS), for each component rating.

►Table 1. Approval Class Rating SNS Numbering◄

CLASS RATING

DESCRIPTION SNS NUMBER

C1 Air Cond & Press 21

C2 Auto Flt 22

C3 Comms & Nav 23 – 34 – 43

C4 Doors – Hatches 52

C5 Electrical Power and Lights 24 – 33 – 91

C6 Equipment 25 – 38 – 45 – 50

C7 Engine – Auxiliary Power Unit (APU)

49 – 71 – 72 – 73 – 74 – 75 – 76 – 77 – 78 – 79 – 80 – 81 – 82 – 83 – 86

C8 Flight Controls 27 – 55 – 57.40 – 57.50 – 57.60 – 57.70

C9 Fuel 28 – 48

C10 Helicopter – Rotors 62 – 64 – 66 – 67

C11 Helicopter – Trans 63 – 65




C12 Hydraulic Power 29

C13 Instruments 31 – 46

C14 Landing Gear / Recovery 32 – 90

C15 Oxygen 35 – 47

C16 Propellers 61

C17 Pneumatic 36 – 37

C18 Protection ice/rain/fire 26 – 30

C19 Windows & Canopies 56

C20 Structural 53 – 54 – 57.10 – 57.20 – 57.30

C21 ►Water Ballast◄ ►41◄

C22 ►Propulsion Augmentation◄

►84◄

►C51◄ Attack Systems 39 – 40 – 42

►C52◄ Radar/Surveillance 92 – 93

►C53◄ Weapons Systems 94

►C54◄ Crew Escape 95

►C55◄ Missiles/Drones/Telemetry 96

►C56◄ Reconnaissance 97 – 98

►C57◄ Electronic Warfare 99

►Note:

Approvals granted prior to 1 Jan 14 for Class Ratings C51 through to C57 have been issued under Class Ratings C21 through to C27. Any approvals granted under Class Ratings C21 through to C27 under this legacy system will have their numbering amended at the next issue of the AMO’s Approval Schedule. This change in the numbering of Class Ratings does not require an immediate resubmission of the organization’s Maintenance Organization Exposition (MOE), but MOEs submitted after 1 Jan 14 must use the above Class Ratings.◄



ANNEX A

ORGANIZATIONS’ APPROVAL CLASS AND RATING SYSTEM

1. Table A-1 outlines the full extent of approval possible under RA4800-4849 (MRP Part 145) in a standardized form. An organization may be granted an approval ranging from a single class and rating with limitations to all classes and ratings with limitations.

2. In addition to Table A-1, the ►AMO◄ is required by RA4804(1) (MRP 145.A.20(a)) to indicate its scope of work in the Maintenance Organization Exposition (MOE) (see also Paragraph 11).

3. Within the approval class(es) and rating(s) granted by the MAA, the scope of work specified in the MOE defines the exact limits of approval. It is therefore essential that the approval class(es) and rating(s) and the organization's scope of work are compatible.

4. A Category A class rating means that the ►AMO◄ may carry out maintenance on the aircraft and any component (including engines/APUs) only whilst such components are fitted to the aircraft, except that such components can be temporarily removed for maintenance when such removal is expressly permitted by the aircraft maintenance manual to improve access for maintenance, subject to a control procedure in the MOE acceptable to the MAA. The limitation section will specify the scope of such maintenance, thereby indicating the extent of approval.

5. A Category B class rating means that the ►AMO◄ may carry out maintenance on the uninstalled engine/APU and engine/APU components only whilst such components are fitted to the engine/APU except that such components can be temporarily removed for maintenance when such removal is expressly permitted by the engine/APU manual to improve access for maintenance. The limitation section will specify the scope of such maintenance thereby indicating the extent of approval. An ►AMO◄ with a Category B class rating may also carry out maintenance on an installed engine during aircraft maintenance, subject to a control procedure in the MOE. The MOE scope of work must reflect such activity where permitted.

6. A Category C class rating means that the ►AMO◄ may carry out maintenance on uninstalled components (excluding engines and APUs) intended for fitment to the aircraft or engine/APU. The limitation section will specify the scope of such maintenance thereby indicating the extent of approval. An ►AMO◄ with a Category C class rating may also carry out maintenance on an installed component during aircraft maintenance or at an engine/APU maintenance facility subject to a control procedure in the MOE. The MOE scope of work must reflect such activity where permitted.

7. A Category D class rating is a self-contained class rating not necessarily related to a specific aircraft, engine or other component. The D1 - Non-Destructive Testing (NDT) rating is only necessary for an ►AMO◄ that carries out NDT as a particular task for another organization. An ►AMO◄ with a class rating in A or B or C Category may carry out NDT on products it is maintaining, subject to the MOE containing NDT procedures, without the need for a D1 class rating.

8. Category A class ratings are subdivided into line and base maintenance. An ►AMO◄ may be approved for either line or base maintenance or both.

9. The ‘limitation’ section is intended to give the MAA maximum flexibility to customize the approval to a particular organization. Table A-1 specifies the types of limitation possible and, whilst maintenance is listed last in each class rating, it is acceptable to stress the maintenance task rather than the aircraft or engine type or manufacturer, if this is more appropriate to the organization. An example could be avionic systems installations and maintenance.

10. Table A-1 makes reference to series and type in the limitation section of Class A and B. Series means a specific type series such as Tornado or Lynx or Pegasus etc. Type means a specific type or model such as F3/GR4 or Mk 106/Mk 107 etc. Any number of series or types may be quoted.

11. When a lengthy capability list is used which could be subject to frequent amendment, then such amendment must be in accordance with a procedure acceptable to the MAA and included in the MOE. The procedure must address the issues of who is responsible for capability list amendment control and the actions that need to be taken for amendment. Such actions include ensuring compliance with RA4800-4849 (MRP Part 145) for products or services added to the list.

►Note:

Approvals granted prior to 1 Jan 14 for Class Ratings C51 through to C57 have been issued under Class Ratings C21 through to C27. Any approvals granted under Class Ratings C21



through to C27 under this legacy system will have their numbering amended at the next issue of the AMO’s Approval Schedule.◄

Table A-1. Approval Classifications

CLASS RATING LIMITATION LINE BASE AIRCRAFT A1 Aeroplanes/ above

5700 kg Will state aeroplane manufacturer or series or type and/or the maintenance task(s)

A2 Aeroplanes/ 5700 kg and below

Will state aeroplane manufacturer or series or type and/or the maintenance task(s)

A3 Helicopters Will state helicopter manufacturer or series or type and/or the maintenance task(s)

A4 Aircraft other than A1, A2 and A3

Will state aircraft series or type and/or the maintenance task(s)

ENGINES B1 Turbine Will state engine manufacturer or series or type and/or the maintenance task(s)

B2 Piston Will state engine manufacturer or series or type and/or the maintenance task(s)

B3 APU Will state engine manufacturer or series or type and/or the maintenance task(s)

C1 Air Cond & Press C2 Auto Flight C3 Comms and Nav C4 Doors - Hatches C5 Electrical Power C6 Equipment C7 Engine - APU C8 Flight Controls C9 Fuel - Airframe C10 Helicopter - Rotors C11 Helicopter - Transmission C12 Hydraulic C13 Instruments C14 Landing Gear C15 Oxygen C16 Propellers C17 Pneumatic C18 Protection ice/rain/fire C19 Windows C20 Structural ►C21 Water Ballast◄ ►C22 Propulsion Augmentation◄ ►C51◄ Attack Systems ►C52◄ Radar/ Surveillance ►C53◄ Weapons Systems ►C54◄ Crew Escape ►C55◄ Missiles/ Drones/Telemetry ►C56◄ Reconnaissance

COMPONENTS (other than complete engines or APUs)

►C57◄ Electronic Warfare

Quote aircraft type(s) and/or component manufacturer or the particular component and/or cross-refer to a capability list in the MOE.

SPECIALIZED SERVICES

D1 Non-Destructive Testing

Will state particular NDT method(s)



RA 4805 - Facility Requirements (MRP 145.A.25)

Rationale It is essential that the organization’s facilities are appropriate to the scope of work that they are approved to undertake.

Contents 4805(1): Facility Requirements (MRP 145.A.25(a)) 4805(2): Office Accommodation (MRP 145.A.25(b)) 4805(3): Working Environment (MRP 145.A.25(c)) 4805(4): Storage Facilities (MRP 145.A.25(d))

Regulation 4805(1)

Facility Requirements (MRP 145.A.25(a)) 4805(1) The organization shall ensure that facilities are provided

appropriate for all planned ►maintenance◄ work, ensuring, ►when necessary,◄ protection from the weather elements ►and appropriate security safeguards for any classified items.◄ Specialized workshops and bays shall be segregated as appropriate to ensure that environmental and work area contamination is unlikely to occur. (a) For ‘base’ ►or ‘depth’◄ maintenance of aircraft,

aircraft hangars shall be both available and large enough to accommodate aircraft on planned ‘base’ ►or ‘depth’◄ maintenance. ►Where such facilities cannot be established at deployed locations, Military Maintenance Organizations (MMOs) shall assess the suitability of alternative facilities and ensure that any additional risk to Air Safety is appropriately managed, advising the Delivery Duty Holder (DDH) as appropriate.◄

(b) For component maintenance, component workshops shall be large enough to accommodate the components on planned maintenance.


Facility Requirements (MRP 145.A.25(a)) ►Common AMC◄ 1. Protection from the weather elements relates to the normal prevailing local weather elements that are expected throughout any 12 month period. Aircraft hangar ►structures used to accommodate ‘base’ or ‘depth’ maintenance◄ and component workshop structures should prevent the ingress of rain, hail, ice, snow, wind and dust etc; ►◄ floors should be sealed to minimize dust. ►◄ ►Additional AMC - MMOs only◄

►To be read in conjunction with the Common AMC.◄

2. ►In derogation to Paragraph 1, expeditionary operations (and training for such operations) may necessitate MMOs to undertake scheduled maintenance without the provision of a suitable hangar, including that level of maintenance which would otherwise be carried out in the ‘depth’ domain. In such circumstances, the MMO should assess and utilize those resources available to establish an environment




appropriate for the scope of maintenance to be carried out. If adequate facilities cannot be established, the DDH should be informed to ensure that any additional Air Safety risk is appropriately managed.

3. When operating at UK civilian or foreign airfields, MMOs should adhere to the requirements for security safeguards contained within MAP-01 Chapter 2.3.◄ ►Additional AMC – Approved Maintenance Organizations (AMOs) only◄


4. ►Where the hangar is not owned by the organization or provided by the MOD, it may be necessary for an AMO to establish proof of tenancy. In addition, sufficient hangar space to carry out planned maintenance should be demonstrated by the preparation of a projected aircraft hangar visit plan relative to the maintenance programme. The aircraft hangar visit plan should be updated on a regular basis.◄


Facility Requirements (MRP 145.A.25(a)) ►Common GM◄

5. For ‘line’ ►or ‘forward’◄ maintenance of aircraft, hangars are not essential but it is recommended that, ►where practicable,◄ access to hangar accommodation be demonstrated for usage during inclement weather for minor scheduled work and lengthy fault rectification.

6. ►Facilities must provide the appropriate level of security to any classified items being maintained and/or stored, be they held individually or installed to an aircraft or assembly. AMOs must meet their contractual requirements in this regard.◄ ►Additional GM - MMOs only◄

7. ►Nil.◄ ►Additional GM - AMOs only◄

8. The ‘hangar visit plan’ is a document that shows the projected planning of hangar utilization. The purpose of the hangar visit plan is to show that adequate facilities are at the disposal of the organization for the proposed scope of maintenance.

Regulation 4805(2)

Office Accommodation (MRP 145.A.25(b)) 4805(2) The organization shall ensure that office accommodation is

provided for the management of the planned work referred to in RA4805(1) (MRP 145.A.25(a)) and certifying staff so that they can carry out their designated tasks in a manner that contributes to good aircraft maintenance standards.

Acceptable Means of Compliance4805(2)

Office Accommodation (MRP 145.A.25(b)) 9. Aircraft maintenance staff should be provided with an area where they may study maintenance instructions and complete maintenance records.




Office Accommodation (MRP 145.A.25(b)) 10. It is acceptable to combine any or all of the office accommodation requirements into one office subject to the staff having sufficient room to carry out the assigned tasks.

11. ►It is not essential for the office accommodation required by RA4805(2) (MRP 145.A.25(b)) to be a purpose-built room or building, but it must be such as to ensure a working environment that permits personnel to carry out their work in an effective manner.◄

Regulation 4805(3)

Working Environment (MRP 145.A.25(c)) 4805(3) The organization shall ensure that the working environment,

including aircraft hangars, component workshops and office accommodation, is appropriate for the task carried out. Unless otherwise dictated by the particular task environment, the working environment shall be such that the effectiveness of personnel is not impaired.


Working Environment (MRP 145.A.25(c)) ►Common AMC◄ 12. Temperatures should be maintained such that personnel can carry out required tasks without undue discomfort.

13. Dust and any other airborne contamination should be kept to a minimum and not be permitted to reach a level in the work task area where visible aircraft/component surface contamination is evident. Where dust/other airborne contamination results in visible surface contamination, all susceptible systems should be sealed until acceptable conditions are re-established.

14. Lighting should be such as to ensure each inspection and maintenance task can be carried out in an effective manner.

15. Noise should not distract personnel from carrying out inspection tasks. Where it is impractical to control the noise source, such personnel should be provided with the necessary personal equipment to stop excessive noise causing distraction during inspection tasks.

16. The working environment for ►aircraft◄ maintenance should be such that the particular maintenance or inspection task can be carried out without undue distraction. Therefore, where the working environment deteriorates to an unacceptable level in respect of temperature, moisture, hail, ice, snow, wind, light, dust or other airborne contamination, the particular maintenance or inspection tasks should be suspended until satisfactory conditions are re-established.

17. ►Due to the particular challenges of embarked aviation, specific risk mitigation measures should be put in place for the air engineering aspects of working in this environment; further requirements in this regard are contained within MAP-01 Chapter 2.12.◄ ►Additional AMC - MMOs only◄


18. ►In derogation to Paragraphs 11-15, an MMO may be required to conduct maintenance at austere locations or in harsh environments. Indeed, this is a recognized role of MMOs to exercise for and deliver operational imperatives. In such instances, the individual appointed as the relevant Maintenance Manager (as defined




in RA4806(2) (MRP 145.A.30(b))) or, in his absence, his authorized representative should put in place measures to mitigate the risk of environmental conditions having a detrimental effect on maintenance standards such that risk remains tolerable and As Low As Reasonable Practicable (ALARP).◄ ►Additional AMC - AMOs only◄

19. ►Nil.◄


Working Environment (MRP 145.A.25(c)) ►Common GM◄

20. Specific maintenance tasks may require the application of specific environmental conditions different to the foregoing; such conditions will be identified in the maintenance data and must be observed. ►Additional GM - MMOs only◄

21. ►While Paragraph 17 provides some flexibility for MMOs, the requirements of RA 4805(3) (MRP 145.A.25(c)) must be adhered to as far as is practicable.◄ ►Additional GM - AMOs only◄

22. ►Nil.◄

Regulation 4805(4)

Storage Facilities (MRP 145.A.25(d)) 4805(4) The organization shall ensure that secure storage facilities

are provided for components, equipment, tools and material that ensure segregation of serviceable components and material from unserviceable aircraft components, material, equipment and tools. The conditions of storage shall be in accordance with the instructions of the manufacturer, or other applicable MOD instructions, to prevent deterioration and damage of stored items. Access to storage facilities shall be restricted to authorized personnel.


Storage Facilities (MRP 145.A.25(d)) 23. Storage facilities for serviceable aircraft components should be clean, well ventilated and maintained ►within a suitable temperature range◄ to minimize the effects of condensation unless the use of TAA-approved Special-to-Type Containers permits storage in alternative conditions. Manufacturer’s storage recommendations should be followed for those aircraft components identified in such published recommendations. ►With regards to MMOs operating at deployed locations, these requirements should be adhered to as far as practicable.◄

24. Storage racks should be strong enough to hold aircraft components and provide sufficient support for large aircraft components such that the component is not ►damaged, scratched or◄ distorted during storage; ►protective matting or equivalent may be used if necessary.◄

25. All aircraft components, wherever practicable, should remain packaged in protective material to minimize damage and corrosion during storage.




Storage Facilities (MRP 145.A.25(d)) 26. Nil.






RA 4806 - Personnel Requirements (MRP 145.A.30)

Rationale An organization applying for RA 4800-4849 (MRP Part 145) approval is required to appoint a number of positions within the organization, which each have specific responsibilities, and detail them in the Exposition. This not only provides the MAA with assurance that the organization’s size and structure is adequate for the scope of approval, but the necessary submission of certain individuals’ credentials allows the MAA to assess their suitability for such positions and the authority that they would be consequently granted by virtue of the organization’s approval.

While Military Maintenance Organizations (MMOs) are not currently required to apply for approval through RA 4800-4849 (MRP Part 145), this regulation remains applicable; MMOs will still identify those individuals with key responsibilities for Continuing Airworthiness and ensure that all personnel involved in aircraft and aircraft component maintenance are assessed as suitably competent.

Contents 4806(1): Accountable Manager (Maintenance) (MRP 145.A.30(a))

4806(2): Personnel Responsible to the Accountable Manager (Maintenance) (MRP 145.A.30(b))

4806(3): Quality Manager (MRP 145.A.30(c))

4806(4): Maintenance Man-hour Plan (MRP 145.A.30(d))

4806(5): Personnel Competences and Authorization (MRP 145.A.30(e))

4806(6): Non-Destructive Testing (MRP 145.A.30(f))

4806(7): Aircraft Certifying Staff (Line Maintenance) (MRP 145.A.30(g)) - Approved Maintenance Organizations (AMOs) only

4806(8): Aircraft Certifying Staff (Base Maintenance) (MRP 145.A.30(h)) - AMOs only

4806(9): Component Certifying Staff (MRP 145.A.30(i))

4806(10): Non-engineering Staff (MRP 145.A.30(j))

Regulation

4806(1)

Accountable Manager (Maintenance) (MRP 145.A.30(a)) 4806(1) An Accountable Manager (Maintenance) shall be appointed

who has organizational authority for ensuring that all maintenance is carried out to the standard required by RA 4800-4849 (MRP Part 145). The Accountable Manager (Maintenance) shall:

a. Ensure that all necessary resources are available to accomplish maintenance in accordance with RA 4815(2) (MRP 145.A.65(b)) to, where applicable, support the organization approval.

b. Establish and promote the safety and quality policy specified in RA 4815(1) (MRP 145.A.65(a)).

c. Demonstrate a basic understanding of RA 4800-4849 (MRP Part 145).


4806(1)

Accountable Manager (Maintenance) (MRP 145.A.30(a)) Common AMC

1. Nil.




4806(1)

Additional AMC - MMOs only

2. Where the individual nominated as the Accountable Manager (Maintenance) is not a Duty Holder (DH) or a DH’s Chief Air Engineer (CAE), he should ensure that the requirements of RA 1020(4) (Responsibilities of DH-Facing Organizations) are satisfied in order for the relevant DH(s) to remain informed and accountable for the maintenance of their aircraft in accordance with RA 1020(2).

Additional AMC - AMOs only

3. With regard to the Accountable Manager (Maintenance), it is normally intended to mean the Chief Executive Officer of the AMO who, by virtue of position, has overall (including in particular financial) responsibility for running the organization. When the Accountable Manager (Maintenance) is not the Chief Executive Officer, the MAA should be assured that such an Accountable Manager (Maintenance) has direct access to the Chief Executive Officer on safety related issues and has sufficient ‘maintenance funding’ allocation.

Guidance Material

4806(1)

Accountable Manager (Maintenance) (MRP 145.A.30(a)) Common GM

4. Nil.

Additional GM - MMOs only

5. The individual appointed as the Accountable Manager (Maintenance) for an MMO may be a DH, a DH’s CAE or an alternative individual with suitable seniority, knowledge and authority to satisfy the requirements of RA 4806(1) (MRP 145.A.30(a)).

Additional GM - AMOs only

6. The Accountable Manager (Maintenance) may be the Accountable Manager (Maintenance) for more than one AMO and is not necessarily required to be knowledgeable on technical matters, as the Maintenance Organization Exposition (MOE) defines the maintenance standards.

7. Where an AMO holds both an approval under RA 4800-4849 (MRP Part 145) and a European Aviation Safety Agency (EASA) Part 145 approval, the post title of Accountable Manager (Maintenance) may be shortened to ’Accountable Manager’ for clarity if required. However, this appointment is not to be confused with the Accountable Manager (Military Flying), as defined in RA 1024.

Regulation

4806(2)

Personnel Responsible to the Accountable Manager (Maintenance) (MRP 145.A.30(b)) 4806(2) The organization shall nominate a person or group of

persons, whose responsibilities include ensuring that the organization complies with RA 4800-4849 (MRP Part 145). Such person(s) shall ultimately be responsible to the Accountable Manager (Maintenance).

a. The person(s) nominated shall represent the maintenance management structure of the organization and be responsible for all functions specified in RA 4800-4849 (MRP Part 145).

b. The person(s) nominated shall be identified and their credentials submitted using an MAA Form 4 (AMOs only).

c. The person(s) nominated shall be able to demonstrate relevant knowledge, background and satisfactory experience related to aircraft or component maintenance and demonstrate a



Regulation

4806(2)

working knowledge of RA 4800-4849 (MRP Part 145).

d. Procedures shall make clear who deputizes for any particular person in the case of lengthy absence of the said person.


4806(2)

Personnel Responsible to the Accountable Manager (Maintenance) (MRP 145.A.30(b))

Common AMC

8. Nil.


9. An MMO should have a Quality Manager and, depending on the type and size of MMO, one or more Aircraft Maintenance Manager(s) and/or Workshop Manager(s) who will hold responsibility for the maintenance output of their relevant areas.

10. Individuals to be identified as an MMO’s Aircraft Maintenance Manager or Workshop Manager should be of sufficient seniority to hold MAP-01 Authority Level J in accordance with MAP-01 Chapter 4.3.

11. The individuals identified in RA 4806(2) (MRP 145.A.30(b)) should have direct access to the Accountable Manager (Maintenance). This does not necessarily require the Accountable Manager (Maintenance) to be the individual’s direct reporting officer for appraisal purposes.


12. The organization should have, dependent upon the extent of approval, a Base Maintenance Manager, a Line Maintenance Manager, a Workshop Manager and a Quality Manager, all of whom should report to the Accountable Manager (Maintenance) except in a small AMO, where any one manager may also be the Accountable Manager (Maintenance).

13. The Base Maintenance Manager should be responsible for ensuring that all maintenance required to be carried out in the hangar, plus any fault rectification carried out during base maintenance, is carried out to the design and quality standards specified in RA 4815(2) (MRP 145.A.65(b)). The base maintenance manager should also be responsible for any corrective action resulting from the quality compliance monitoring of RA 4815(3) (MRP 145.A.65(c)).

14. The line maintenance manager should be responsible for ensuring that all maintenance required to be carried out on the line, including line fault rectification, is carried out to the standards specified in RA 4815(2) (MRP 145.A.65(b)) and also be responsible for any corrective action resulting from the quality compliance monitoring of RA 4815(3) (MRP 145.A.65(c)).

15. The workshop manager should be responsible for ensuring that all work on aircraft components is carried out to the standards specified in RA 4815(2) (MRP 145.A.65(b)) and also responsible for any corrective action resulting from the quality compliance monitoring of RA 4815(3) (MRP 145.A.65(c)).

16. Notwithstanding the example post titles detailed here, the organization may adopt any title for the foregoing managerial positions but AMOs should identify to the MAA the titles and persons chosen to carry out these functions on submission of the MAA Form 4 and in the MOE.

17. Where an organization chooses to appoint managers for all or any combination of the identified RA 4800-4849 (MRP Part 145) functions because of the size of the undertaking, these managers should report through either the Base Maintenance Manager, Line Maintenance Manager, Workshop Manager or Quality Manager, as appropriate, to the Accountable Manager (Maintenance).

18. Certifying staff may report to any of the managers specified, depending upon which type of control the approved maintenance organization uses (for example licensed engineers/independent inspection/dual function supervisors etc); however,




4806(2)

the quality compliance monitoring staff specified in RA 4806(3) (MRP 145.A.65(c)) should remain independent.

Guidance Material

4806(2)

Personnel Responsible to the Accountable Manager (Maintenance) (MRP 145.A.30(b)) Common GM

19. Dependent upon the size of the organization, the RA 4800-4849 (MRP Part 145) functions may be subdivided under individual managers or combined in any number of ways.

20. The quality manager’s responsibilities are specified in RA 4806(3) (MRP 145.A.30(c)).


21. Nil.


22. The MAA Form 4 can be found on the MAOS Approvals page of the MAA Website (►www.gov.uk/maa◄).

Regulation

4806(3)

Quality Manager (MRP 145.A.30(c)) 4806(3) The Accountable Manager (Maintenance), under RA 4806(1)

(MRP 145.A.30(a)), shall appoint a person with responsibility for monitoring the quality system, including the associated feedback system, as required by RA 4815(3) (MRP 145.A.65(c)). The appointed person shall have direct access to the Accountable Manager (Maintenance) to ensure that the Accountable Manager (Maintenance) is kept properly informed on quality and compliance matters.


4806(3)

Quality Manager (MRP 145.A.30(c)) 23. Monitoring the quality system should include requesting remedial and preventive action, ensuring full root cause analysis, as necessary by the Accountable Manager (Maintenance) and the nominated persons referred to in RA 4806(2) (MRP 145.A.30(b)).

Guidance Material

4806(3)

Quality Manager (MRP 145.A.30(c)) 24. Nil.

Regulation

4806(4)

Maintenance Man-hour Plan (MRP 145.A.30(d))

4806(4) The organization shall have a maintenance man-hour plan demonstrating that the organization has the workforce capacity and competence to carry out the scope of its approval, and that the workforce is of sufficient quantity and appropriate composition to plan, perform, supervise, inspect and quality monitor the organization. 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.





4806(4)

Maintenance Man-hour Plan (MRP 145.A.30(d)) Common AMC

25. Nil.


26. Where an MMO utilizes contracted staff, the relevant Maintenance Manager should ensure that they adhere to the appropriate regulations and procedures. Where such staff are employed through Contractor Working Party arrangements in accordance with RA 4161, the requirements of MAP-01 Chapter 4.8.2 should be met in this regard.

27. In cases where an MMO is required to deviate from the maintenance man-hour plan to meet a temporary increase in the required output (for example, in support of an increase in flying task), the relevant Maintenance Manager should report such fact to the Accountable Manager (Maintenance) in order to assess any Air Safety implications and, if necessary, establish appropriate mitigation strategies. Likewise, if adequate staffing levels cannot be maintained, the Accountable Manager (Maintenance) should consider the need for a commensurate reduction in maintenance tasking, in discussion with the DDH chain where appropriate.


28. The organization should demonstrate that it has appropriate workforce capacity by meeting either one, or both, of the conditions at Paragraphs 28.a and 28.b:

a. Employ or contract staff such that at least half the staff who perform maintenance in each workshop, hangar or flight line on any shift are employed to ensure organizational stability (definitions of ‘employed’ and ‘contracted’ are contained within the Guidance Material to this regulation).

b. Ensure organizational stability by demonstration in the maintenance man-hour plan of the organization’s active assessment and management of:

(1) Staff experience.

(2) Staff time in post.

(3) Supervision ratios.

(4) Staff turnover rates which are to be below 50% of the staff who perform maintenance in each workshop, hangar or flight line on any shift in a rolling 12-month period (method of calculation is contained within the Guidance Material to this regulation).

29. Contract staff, being part time or full time should be made aware that when working for the organization they are subjected to compliance with the organization’s procedures specified in the MOE relevant to their duties.

30. The maintenance man-hour plan should take into account any maintenance carried out on aircraft/aircraft components from outside the UK and should also take into account all work carried out outside the scope of the RA 4800-4849 (MRP Part 145) approval.

31. The maintenance man-hour plan should relate to the anticipated maintenance workload except that when the organization cannot predict such workload, due to the short-term nature of its contracts, then such plan should be based upon the minimum maintenance workload needed for commercial viability.

32. In the case of aircraft base maintenance, the maintenance man-hour plan should relate to the aircraft hangar visit plan as specified in AMC to RA 4805(1) (MRP 145.A.25(a)).

33. The quality monitoring compliance function man-hours should be sufficient to meet the requirement of RA 4815(3) (MRP 145.A.65(c)), which means taking into account AMC to RA 4815(3) (MRP 145.A.65(c)). Where quality-monitoring staff perform other functions, the time allocated to such functions should be taken into account in determining quality monitoring staff numbers.




4806(4)

34. The maintenance man-hour plan should be reviewed at least every 3 months and updated when necessary.

35. Significant deviation from the maintenance man-hour plan should be reported through the departmental manager to the quality manager and the Accountable Manager (Maintenance) for review.

Guidance Material

4806(4)

Maintenance Man-hour Plan (MRP 145.A.30(d)) Common GM

36. The ‘maintenance man-hour plan’ is a document or set of documents that demonstrate what the organization is able to achieve with the actual manpower resource available and, where applicable for ‘line’ or ‘forward’ aircraft maintenance organizations, the aircraft flying hours that can be made available as a result of this maintenance.


37. An MMO’s maintenance man-hour plan may be developed and held by a higher military formation, but individual MMOs will be expected to have access to and an understanding of their plan.

38. An MMO’s maintenance man-hour plan may be supplemented by several separate plans to cater for differing circumstances, for example, aircraft maintenance organizations supporting expeditionary operations or exercises. However, in all instances, the plan must demonstrate that staff levels are adequate to safely perform the functions specified in RA 4806(4) (MRP 145.A.30(d)).


39. For the purpose of RA 4806(4) (MRP 145.A.30(d)), ‘employed’ means the person is directly employed by the maintenance organization approved under RA 4800-4849 (MRP Part 145) or the person is a contractor who has been engaged in one role for a minimum of 6 months. ‘Contracted’ means the person is employed by another organization and contracted by that organization to the maintenance organization approved under RA 4800-4849 (MRP Part 145) (with the exception of the 6 months in one role criterion described above, where the contracted person is considered to be ‘employed’).

40. In the case of MOD/industrial partnered support arrangements in an AMO, the MOD element of the organization will be considered, for the purpose of this clause, as part of the AMO’s ‘employed’ workforce.

41. Turnover rate is calculated as the number of persons who departed divided by the average number of persons who performed maintenance, over the rolling 12-month period.

42. ’Maintenance workload’ includes all necessary work such as, but not limited to, planning, maintenance record checks, production of worksheets/cards in paper or electronic form, accomplishment of maintenance, inspection and the completion of maintenance records.

43. Significant deviation means more than a 25% shortfall in available man-hours during a calendar month for any one of the functions specified in RA 4806(4) (MRP 145.A.30(d)).

Regulation

4806(5)

Personnel Competences and Authorization (MRP 145.A.30(e))

4806(5) The organization shall establish and control the competence of personnel involved in any maintenance, management and/or quality audits. In addition to the necessary expertise related to the job function, competence shall include an understanding of the application of Human Factors and Human Performance issues to that person’s function in the organization. AMOs shall detail the procedure for such



Regulation

4806(5)

competence assessment and the standard to be achieved in their MOE.


4806(5)

Personnel Competences and Authorization (MRP 145.A.30(e)) Common AMC

44. Nil.


Competence Assessment and Authorization

45. All personnel who maintain aircraft and associated equipment, including contractor staff, should be trained, assessed as competent and authorized. The process for assessing competence and granting authorizations detailed in MAP-01 Chapters 4.1 and 4.3 should be followed.

46. Engineering authorizations should be recorded using the system detailed in MAP-01 Chapter 4.3.1.

47. Staff should be trained, assessed and authorized for specific tasks and roles, including, but not limited to:

a. All personnel required to sign maintenance documentation, who should be authorized in accordance with MAP-01 Chapter 4.3.2, noting the additional requirements detailed below in Paragraph 48.

b. Self-supervisors, who should be authorized in accordance with MAP-01 Chapter 4.5.

c. Elementary self-supervisors, who should be authorized in accordance with MAP-01 Chapter 4.5.1.

d. Personnel using Ground Maintenance Systems, both as Users and Arisings Managers, who should be authorized in accordance with MAP-01 Chapter 7.3.3.

e. Personnel required to carry out ground runs on engines and/or APUs, whether installed in aircraft, in an engine training facility, or in an uninstalled engine test facility, who should be authorized in accordance with MAP-01 Chapter 11.9.3.

48. The competence assessment of personnel employed in aircraft maintenance should ensure that they have received an appropriate level of training or familiarization on the aircraft type before being authorized to undertake maintenance or servicing activities on that aircraft type:

a. For individuals receiving certification or supervisory authorizations (‘3rd signature’ and ‘2nd signature’, as defined in MAP-01 Chapter 4.3.2), RA 4807(2) (MRP 145.A.35(b)) applies.

b. Individuals receiving an authorization to undertake the duties of ‘1st signature’, as defined in MAP-01 Chapter 4.3.2, should first receive an element of type-specific training and/or familiarization appropriate to the scope of their authorization. Good practice is for such training to be that which leads to the award of a formal qualification in the aircraft type; consideration to introducing this qualifying criteria for ‘1st signature’ should be given by the organization.

49. The competence assessment of personnel employed in aircraft component/equipment maintenance should ensure that they have received training and/or familiarization on the relevant component(s)/equipment(s) appropriate to their level of authorization.

50. Aircraft Ground Engineers, in the sense of those individuals employed to undertake a wide range of aircraft type flight servicing and maintenance activities within and outside of their trade boundaries, should undergo specific training and be authorized, as detailed in MAP-01 Chapter 4.4.

51. Personnel within an MMO who are required to undertake maintenance on




4806(5)

aircraft from another Service or nation should only do so if appropriately authorized in accordance with MAP-01 Chapter 5.2.


Competence Assessment and Authorization

52. The referenced procedure should require, amongst others, that planners, mechanics, specialized services staff, supervisors and certifying staff are assessed for competence by 'on the job' evaluation and/or by examination relevant to their particular job role within the organization, before unsupervised work is permitted.

53. A record of the qualification and competence assessment should be kept.

54. The maintenance organization should have in place procedures for:

a. Ensuring that all personnel are competent by virtue of their training and experience for the tasks on which they are employed.

b. Ensuring staff are trained, assessed and authorized for specific tasks.

c. Providing initial and continuation training by a suitable organization.

d. Maintaining a record system detailing the training and qualification of all staff.

e. Maintaining a record of all personnel authorizations.

55. The procedure should include a method of assessing the training and experience of personnel joining the organization and should include, as a minimum:

a. Verification of any qualifications and experience.

b. A formal technical interview.

c. A period of on the job assessment.

56. Adequate initial and recurrent training should be provided and recorded to ensure continued competence.

57. To assist in the assessment of competence, job descriptions are recommended for each job role in the organization. The competence assessment should establish that:

a. Planners are able to interpret maintenance requirements into maintenance tasks, and have an appreciation that they have no authority to deviate from the technical information.

b. Mechanics are able to carry out maintenance tasks to any standard specified in the technical information and will notify supervisors of mistakes requiring rectification to re-establish required maintenance standards.

c. Specialized services staff are able to carry out specialized maintenance tasks to the standard specified in the technical information and will both inform and await instructions from their supervisor in any case where it is not possible to complete the specialized maintenance in accordance with the technical information.

d. Supervisors are able to ensure that all required maintenance tasks are carried out and where not completed or where it is evident that a particular maintenance task cannot be carried out to the technical information, then such problems will be reported to the RA 4806(3) (MRP 145.A.30 (c)) person for appropriate action. In addition, for those supervisors who also carry out maintenance tasks, that they understand such tasks should not be undertaken when incompatible with their management responsibilities.

e. Certifying staff are able to determine when the aircraft or aircraft component is serviceable and when it is unserviceable.

58. Planners, specialized services staff, supervisors and certifying staff should have a knowledge of organization procedures relevant to their particular role in the organization. The aforementioned list is not exclusive and may include other categories of personnel.




4806(5)

59. Quality audit staff should monitor compliance with RA 4800-4849 (MRP Part 145), identifying non-compliance in an effective and timely manner in order that the organization may remain in compliance with RA 4800-4849 (MRP Part 145).

Human Factors Training

60. In respect to the understanding of the application of Human Factors and Human Performance issues, maintenance, management, and quality audit personnel in AMOs should be assessed for the need to receive initial Human Factors training, but in any case all maintenance, management, and quality audit personnel in AMOs should receive Human Factors continuation training. As a minimum, this should concern:

a. Post-holders, managers and supervisors.

b. Certifying staff, technicians and mechanics.

c. Technical support personnel, such as, planners, engineers and technical record staff.

d. Quality control/assurance staff.

e. Specialized services staff.

f. Human Factors staff/Human Factors trainers.

g. Store department staff and purchasing department staff.

h. Ground equipment operators.

i. Contract staff in the above categories.

61. Initial Human Factors training should cover all the topics of the training syllabus specified in Annex A to this regulation, either as a dedicated course or else integrated within other training.

62. Depending on the result of the evaluation as specified in Paragraph 57, initial training should be provided to personnel within 6 months of joining the maintenance organization. Consideration should be given to training temporary staff soon after they join the organization in order to recognise the duration of their employment.

63. Personnel being recruited from another AMO and temporary staff should be assessed for the need to receive any additional Human Factors training to meet the Human Factors training standard of the new AMO.

64. The purpose of Human Factors continuation training is primarily to ensure that staff remain current in terms of Human Factors and also to collect feedback on Human Factors issues. Training should have the involvement of the quality department. There should be a procedure to ensure that feedback is formally passed from the trainers to the quality department to initiate action where necessary.

65. Human Factors continuation training should be of an appropriate duration in each 2-year period in relation to relevant quality audit findings and other internal/external sources of information available to the organization on Human Errors in maintenance.

66. Human Factors training should be conducted by the AMO itself, or independent trainers, or a suitable training organization.

67. The Human Factors training procedures should be specified in the MOE.

Guidance Material

4806(5)

Personnel Competences and Authorization (MRP 145.A.30(e)) Common GM

68. ‘Human Factors’ is defined in MAA02. ‘Human Performance’ means human capabilities and limitations which have an impact on the safety and efficiency of aeronautical operations.


69. The Human Factors training requirement for personnel in MMOs is governed by RA 1440(2).



Guidance Material

4806(5)


70. Nil.

Regulation

4806(6)

Non-Destructive Testing (MRP 145.A.30(f)) 4806(6) The organization shall ensure that personnel who carry out

and/or control continued airworthiness Non-Destructive Test (NDT) of aircraft structures and/or components are appropriately qualified in accordance with EN 4179, or equivalent. Personnel who carry out any other specialized task shall be appropriately qualified in accordance with officially recognized standards.


4806(6)

Non-Destructive Testing (MRP 145.A.30(f)) Common AMC

71. Nil.


72. An MMO should authorize trained and qualified NDT personnel in accordance with MAP-01 Chapter 11.5.


73. Notwithstanding the general references in EN 4179 to a national aerospace NDT board, all examinations should be conducted by personnel or organizations under the general control of such a board.

74. An AMO that carries out NDT should establish NDT specialist qualification procedures, detailed in the MOE and accepted by the MAA.

75. Boroscoping and other techniques such as delamination coin tapping are non-destructive inspections rather than NDT. Notwithstanding such differentiation, AMOs should establish an MOE procedure, accepted by the MAA, to ensure that personnel who carry out and interpret such inspections are properly trained and assessed for their competence with the process. Non-destructive inspections, not being considered as NDT by RA 4800-4849 (MRP Part 145) are not listed in RA 4804 (MRP 145.A.20) Annex A under class rating D1.

76. The referenced standards, methods, training and procedures should be specified in the MOE.

77. Any such personnel who intend to carry out and/or control a non-destructive test for which they were not qualified prior to the effective date of RA 4800-4849 (MRP Part 145) should qualify for such non-destructive test in accordance with EN 4179 or, for MOD personnel, in accordance with RA 4504 and MAP-01 Chapter 11.5.

Guidance Material

4806(6)

Non-Destructive Testing (MRP 145.A.30(f)) Common GM

78. 'Continued airworthiness NDT’ means such testing specified by technical information for the purpose of determining the continued fitness of the product to operate safely.

79. ‘Appropriately qualified’ means to Level 1, 2 or 3 as defined by EN 4179 or MOD NDT Certification of Competence levels defined in RA 4504 and MAP-01 Chapter 11.5, dependent upon the NDT function to be carried out.

80. Notwithstanding the fact that Level 3 EN 4179 or MOD NDT personnel certified in accordance with RA 4504 and MAP-01 Chapter 11.5 may be qualified to establish and authorize methods, techniques, etc, this does not permit such personnel to deviate from methods and techniques published by the TAA in the form of continued airworthiness data, such as in NDT manuals or service bulletins, unless the manual or



Guidance Material

4806(6)

service bulletin expressly permits such deviation.

81. ‘Particular NDT’ means any one or more of the following: dye penetrant, magnetic particle, eddy current, ultrasonic and radiographic methods, including X-ray and gamma ray.


82. When MMOs do not have the necessary organic NDT capability, additional services may be requested using the procedure detailed in MAP-01 Chapter 11.5.1.


83. Nil.

Regulation

4806(7)

Aircraft Certifying Staff (Line Maintenance) (MRP 145.A.30(g)) - Approved Maintenance Organizations (AMOs) only 4806(7) An AMO undertaking aircraft line maintenance shall have

appropriate certifying staff qualified on each relevant aircraft type and, where applicable, support staff, suitably authorized for line maintenance activities in accordance with RA 4807 (MRP 145.A.35).


4806(7)

Aircraft Certifying Staff (Line Maintenance) (MRP 145.A.30(g)) - Approved Maintenance Organizations (AMOs) only 84. In the case of an AMO using certifying staff licensed in accordance with EASA Part 66, a suitable number of appropriate aircraft type-qualified Category B1 and B2 certifying staff should be employed and authorized in accordance with RA 4807 (MRP 145.A.35). The use of appropriate aircraft type-qualified staff qualified as Category A to conduct minor scheduled line maintenance and simple fault rectification should not replace this requirement for Category B1 and B2 staff.

85. In the case of an AMO adopting MAP-01 processes, including the use of the MOD Form 700 as the aircraft technical log, and the authorization framework detailed in MAP-01 Chapter 4.3, a suitable number of personnel should be employed who are authorized to:

a. Undertake the responsibilities of ‘1st signature’, ‘2nd signature’ and ‘3rd signature’ for maintenance tasks, as defined in MAP-01 Chapter 4.3.2.

b. Undertake and coordinate flight servicing activities, as detailed in MAP-01 Chapter 2.8.

c. Endorse the Certification of Aircraft Release, as detailed in RA 4812 (MRP 145.A.50).

Guidance Material

4806(7)

Aircraft Certifying Staff (Line Maintenance) (MRP 145.A.30(g)) - Approved Maintenance Organizations (AMOs) only 86. The following Guidance Material is applicable to AMOs employing certifying staff licensed in accordance with EASA Part 66 in a line maintenance environment:

a. For the purposes of RA 4806(7) (MRP 145.A.30(g)), ‘minor scheduled line maintenance’ means any minor scheduled inspection/check up to and including a weekly check specified in the approved aircraft maintenance programme (or equivalent), in a line maintenance environment as defined in RA 4802(1) (MRP 145.A.10(a)).

b. Where the AMO uses appropriately authorized Category A certifying staff to carry out minor scheduled line maintenance and simple fault rectification, Category B1 and B2 staff need not always be present at the line station during such activity.

c. The following list contains typical tasks that a Category A certifying staff



Guidance Material

4806(7)

could carry out after appropriate task training, as part of minor scheduled line maintenance or simple fault rectification:

(1) Replacement of wheel assemblies and brake units.

(2) Replacement of simple crew escape and emergency equipment (excluding Aircraft Assisted Escape Systems (AAES)).

(3) Replacement of internal and external lights, filaments and flash tubes.

(4) Replacement of windscreen wiper blades.

(5) Replacement of seats (excluding AAES), seat belts and harnesses.

(6) Closing of cowlings and re-fitment of quick access inspection panels.

(7) Replacement of static wicks / static dischargers.

(8) Replacement of aircraft batteries.

(9) Routine lubrication and replenishment of fluids and gases.

Regulation

4806(8)

Aircraft Certifying Staff (Base Maintenance) (MRP 145.A.30(h)) - AMOs only 4806(8) An AMO undertaking aircraft base maintenance shall have

appropriate certifying staff qualified on each relevant aircraft type and, where applicable, support staff, suitably authorized for base maintenance activities in accordance with RA 4807 (MRP 145.A.35).


4806(8)

Aircraft Certifying Staff (Base Maintenance) (MRP 145.A.30(h)) - AMOs only 87. In the case of an AMO using certifying staff licensed in accordance with EASA Part 66 to conduct base maintenance, a suitable number of appropriate aircraft type-qualified Category C certifying staff should be employed and authorized in accordance with RA 4807 (MRP 145.A.35). In addition, the AMO should have sufficient aircraft type-qualified staff qualified as Category B1 and B2 and authorized in accordance with RA 4807 (MRP 145.A.35) to support the Category C certifying staff. In this instance, the following process should be followed:

a. The Category B1 and B2 support staff should ensure that all relevant tasks or inspections have been carried out to the required standard before the Category C certifying staff endorses the Certification of Aircraft Release.

b. The Category C certifying staff should ensure compliance with sub-Paragraph 87.a and that all work required by the customer has been accomplished during the particular work package. They should also assess the impact of any work not carried out with a view to either requiring its accomplishment or agreeing with the CAMO or MOD Contracting Authority to defer such work to another specified check or time limit.

88. In the case of an AMO adopting MAP-01 processes, including the use of the MOD Form 700 as the aircraft technical log, and the authorization framework detailed in MAP-01 Chapter 4.3, a suitable number of personnel should be employed who are authorized to:

a. Undertake the responsibilities of ‘1st signature’, ‘2nd signature’ and ‘3rd signature’ for maintenance tasks, as defined in MAP-01 Chapter 4.3.2.

b. Endorse the Certification of Aircraft Release, as detailed in RA 4812 (MRP 145.A.50).



Guidance Material

4806(8)

Aircraft Certifying Staff (Base Maintenance) (MRP 145.A.30(h)) - AMOs only 89. Nil.

Regulation

4806(9)

Component Certifying Staff (MRP 145.A.30(i)) 4806(9) Any organization undertaking component maintenance shall

have appropriately qualified certifying staff, to be suitably authorized for component maintenance activities, in accordance with RA 4807 (MRP 145.A.35).


4806(9)

Component Certifying Staff (MRP 145.A.30(i)) 90. Nil.

Guidance Material

4806(9)

Component Certifying Staff (MRP 145.A.30(i)) 91. Nil.

Regulation

4806(10)

Non-engineering Staff (MRP 145.A.30(j)) 4806(10) Non-engineering staff, including aircrew, shall only be

permitted to undertake aircraft maintenance and/or flight servicing when authorized. Where applicable, AMOs shall detail the procedure to grant such authorization in the MOE.


4806(10)

Non-engineering Staff (MRP 145.A.30(j)) Common AMC

92. Nil.


93. Aircrew required to undertake maintenance and/or flight servicing tasks should undertake a competence assessment prior to authorization. The process for authorization detailed in MAP-01 Chapter 4.7.1 should be followed.

94. Non-engineering tradesmen required to undertake maintenance tasks on Remotely Piloted Air Systems, including assembly, pre-flight checks and user-level maintenance, should have completed the appropriate formal specific-to-type training prior to authorization. The process for authorization detailed in MAP-01 Chapter 2.1 should be followed.

95. Movements personnel required to operate aircraft systems in the process of loading or unloading aircraft should be trained and authorized in accordance with MAP-01 Chapter 4.7.3.


96. The referenced procedure should ensure that the scope of permitted aircraft maintenance and/or flight servicing is specified in the authorization.

Guidance Material

4806(10)

Non-engineering Staff (MRP 145.A.30(j)) 97. Nil.



ANNEX A

HUMAN FACTORS TRAINING SYLLABUS (AMOs ONLY)

1. The training syllabus below identifies the topics and sub-topics to be addressed during Human Factors training for personnel in an AMO. The maintenance organization may combine, divide or change the order of any subject of the syllabus to suit its own needs, so long as all subjects are covered to a level of detail appropriate to the organization and its personnel. Some of the topics may be covered in separate training (health and safety, management, supervisory skills, etc.), in which case duplication of training is not necessary.

2. Where possible, practical illustrations and examples will be used, especially accident and incident reports. Topics will also need to be related to maintenance engineering where possible; too much unrelated theory will need to be avoided.

3. Required training topics and sub-topics are as follows:

a. General/Introduction to Human Factors:

(1) Need to address Human Factors.

(2) Statistics.

(3) Incidents.

b. Safety Culture/Organizational factors.

c. Human Error:

(1) Error models and theories.

(2) Types of errors in maintenance tasks.

(3) Violations.

(4) Implications of errors.

(5) Avoiding and managing errors.

(6) Human reliability.

d. Human performance & limitations:

(1) Vision.

(2) Hearing.

(3) Information-processing.

(4) Attention and perception.

(5) Situational awareness.

(6) Memory.

(7) Claustrophobia and physical access.

(8) Motivation.

(9) Fitness/Health.

(10) Stress.

(11) Workload management.

(12) Fatigue.

(13) Alcohol, medication, drugs.

(14) Physical work.

(15) Repetitive tasks/complacency.

e. Environment:

(1) Peer pressure.

(2) Stressors.



(3) Time pressure and deadlines.

(4) Workload.

(5) Shift Work.

(6) Noise and fumes.

(7) Illumination.

(8) Climate and temperature.

(9) Motion and vibration.

(10) Complex systems.

(11) Hazards in the workplace.

(12) Lack of manpower.

(13) Distractions and interruptions.

f. Procedures, information, tools and practices:

(1) Visual Inspection.

(2) Work logging and recording.

(3) Procedure – practice/mismatch/norms.

(4) Technical documentation – access and quality.

g. Communication:

(1) Shift/Task handover.

(2) Dissemination of information.

(3) Cultural differences.

h. Teamwork:

(1) Responsibility.

(2) Management, supervision and leadership.

(3) Decision making.

i. Professionalism and integrity:

(1) Keeping up to date/currency.

(2) Error provoking behaviour.

(3) Assertiveness.

j. Organization’s HF program:

(1) Reporting errors.

(2) Disciplinary policy.

(3) Error investigation.

(4) Action to address problems.

(5) Feedback.






RA 4807 - Certifying Staff and Support Staff (MRP 145.A.35)

Rationale This RA details the requirements that fall on organizations to ensure that their certifying staff ►(the individual with the specific responsibility of certifying that an aircraft or aircraft component is serviceable)◄ and support staff are suitably qualified and experienced and hence authorized to undertake their duties. Some of these sub-RAs detail requirements that must be met by all staff authorized to undertake maintenance of aircraft and/or aircraft components; others are specific requirements that must be met by certifying staff, prior to their certification authorization being granted.

Contents 4807(1): Staff Knowledge (MRP 145.A.35(a)) 4807(2): Certification ►and Supervisory Authorizations◄ (MRP 145.A.35(b)) 4807(3): Staff Experience Requirements (MRP 145.A.35(c)) 4807(4): Staff Continuation Training (MRP 145.A.35(d)) 4807(5): Continuation Training Programme (MRP 145.A.35(e)) 4807(6): Certifying Staff Competence Assessment (MRP 145.A.35(f)) 4807(7): Issue of Certification Authorization (MRP 145.A.35(g)) 4807(8): Certification Authorization Codes (MRP 145.A.35(h)) 4807(9): Responsibility for Issuing Certification Authorization (MRP 145.A.35(i)) 4807(10): Record of Staff (MRP 145.A.35(j)) 4807(11): Provision to Staff of a Copy of Their ►Authorizations◄ (MRP 145.A.35(k)) 4807(12): Requirement to Produce Certification Authorization (MRP 145.A.35(l)) 4807(13): Minimum Age of Certifying Staff (MRP 145.A.35(m))

Regulation 4807(1)

Staff Knowledge (MRP 145.A.35(a)) 4807(1) In addition to the appropriate requirements of RA4806(7) and

(8), (MRP 145.A.30 (g) and (h)), the organization shall ensure that certifying staff and support staff have an adequate understanding of the relevant aircraft and/or components to be maintained, together with the associated organization procedures.


Staff Knowledge (MRP 145.A.35(a)) ►Common AMC◄ 1. ►Nil.◄


2. ►Nil.◄




►Additional AMC – Approved Maintenance Organizations (AMOs) only◄

3. In the case of certifying staff, this should be accomplished before the issue or re-issue of certification authorization.

4. The organization should hold copies of all documents that attest to qualification, and to recent experience.


Staff Knowledge (MRP 145.A.35(a)) ►Common GM◄ 5. ‘Adequate understanding of the relevant aircraft and/or components to be maintained together with the associated organization procedures’ means that the person has received training and has relevant maintenance experience on the product type and associated organization procedures such that the person understands how the product functions and what the more common faults with associated consequences are.


6. ►Nil.◄

►Additional GM - AMOs only◄

7. ‘Certification authorization’ means the authorization issued to certifying staff by the organization and which specifies the fact that they may endorse the certification of maintenance release within the limitations stated in such authorization on behalf of the ►◄ organization.

Regulation 4807(2)

Certification ►and Supervisory Authorizations◄ (MRP 145.A.35(b)) 4807(2) ►Excepting those cases listed in RA4806(10) (MRP

145.A.30(j))◄ the organization shall only issue ►certification and supervisory authorizations to certifying and support staff in accordance with the following criteria:◄ (a) ►Authorization shall relate◄ to the basic categories

or subcategories ►for which they are qualified.◄ (b) ►Authorization shall be limited to those◄ aircraft

types on which they have been qualified. ►◄ (c) ►Where certification authorization is being granted to

individuals holding an aircraft maintenance licence in compliance with European Aviation Safety Agency (EASA) Annex III (Part 66), such◄ authorization shall only be issued subject to the aircraft maintenance licence ►◄ remaining valid throughout the validity period of the authorization and the certifying staff remaining in compliance with their licence. ►◄




Certification ►and Supervisory Authorizations◄ (MRP 145.A.35(b)) ►Common AMC◄ 8. The organization should only issue the certification authorization when satisfied that compliance has been established with the appropriate clauses of RA4800-4849 (MRP Part 145) and that the person ►meets the eligibility criteria of◄ RA4801(2) (MRP 145.A.01(b)).

►Additional AMC - MMOs only◄


9. ►In derogation to RA4807(2)(a) (MRP 145.A.35(b)(a)), MMOs may, in exceptional circumstances, authorize an individual to undertake the role of ‘2nd signature’ outside of their trade boundary. Such authorization should be limited by task and period and should only be undertaken when the ‘1st signature’ for the task:

a. Is working within their trade boundary, as detailed in MAP-01 Chapter 4.3.2; and

b. Meets the qualification criteria of RA4807(2)(b) (MRP 145.A.35(b)(b)).

10. In order to meet the qualification criteria stipulated by RA4807(2)(b) (MRP 145.A.35(b)(b)), from 1 Apr 15, individuals should only be issued ‘2nd signature’ or ‘3rd signature’ authorizations, as defined in MAP-01 Chapter 4.3.2, after they have completed the applicable aircraft type training and had the associated qualification annotated on their training record.

11. In derogation to RA4807(2)(b) (MRP 145.A.35(b)(b)), individuals who receive their authorizations to undertake the duties of ‘2nd signature’ or ‘3rd signature’ prior to 1 Apr 15 may continue to hold such authorizations, subject to the person within the MMO with responsibility for granting such authorizations (typically the relevant holder of MAP-01 Authority Level J) being satisfied of the individual’s competence and the following additional criteria:

a. An individual who was first awarded such authorizations for that platform type on or after the date of publication of this regulation should receive the relevant type training prior to 1 Apr 15, or have the applicable authorizations withdrawn.

b. Where an individual was first awarded such authorizations for that platform type prior to the date of publication of this regulation, the person within the MMO responsible for granting authorizations should assess that individual’s knowledge to establish if completion of type training is required. This assessment should be carried out prior to 1 Apr 15. Where it is assessed that the individual’s knowledge is adequate and type training is not required, such fact should be annotated on the individual’s authorization or training record. This record will form ‘protected rights’ for that individual to be granted such authorizations without necessarily having to complete the relevant type training.◄

►Note:

The criteria contained in paragraphs 11a and 11b relate to the initial award of the authorization and not any subsequent re-issue following, for example, the posting of the person who granted the authorization.◄

►Additional AMC - AMOs only◄ 12. ►Nil.◄




Certification ►and Supervisory Authorizations◄ (MRP 145.A.35(b)) ►Common GM◄ 13. RA 4807(2) ensures that staff can only be granted certification authorization while they meet the qualification requirements for certifying staff, as defined in RA 4801(2). ►◄


14. ►The responsibility for establishing the content of the training courses detailed at paragraph 10 remains the responsibility of the relevant Training Requirements Authorities, who must develop such training in accordance with RA 4150(2) and MAP-01 Chapter 4.1. However, as a minimum, the training must provide the individual with a general understanding of the relevant aircraft systems of that particular aircraft type, together with the location and function of its principle components/assemblies, as applicable to the individual’s trade. Such training must also draw attention to the hazards associated with these systems. Successful completion of this training must lead to such fact being recorded as a qualification on the individual’s training or competence record. The means of delivering such training is at the discretion of Front Line Commands and may include, but is not limited to, pre-employment training, a standalone training course or an appropriate element/module of a longer, modular type training course.◄


15. ►Nil.◄

Regulation 4807(3)

Staff Experience Requirements (MRP 145.A.35(c)) 4807(3) The organization shall ensure that all certifying staff and

support staff with supervisory responsibilities ►have◄ at least 6 months of actual relevant aircraft or component maintenance experience in any consecutive 2 year period ►following initial authorization.◄


Staff Experience Requirements (MRP 145.A.35(c)) ►Common AMC◄ 16. ►Nil.◄


17. ►Where unpredictable variations in operational military tasking require the use of personnel not meeting the 6-month experience requirement, agreement from the Accountable Manager (Maintenance) should be sought. Such authorization should be on a temporary basis only, with suitable precautionary measures put in place, and the CAMO informed. Alternatively, personnel will require their competence to be reassessed prior to reauthorization; further detail is contained below in Paragraph 20.◄

►Additional AMC - AMOs only◄

18. ►Nil.◄




Staff Experience Requirements (MRP 145.A.35(c)) 19. For the purpose of this regulation, ‘involved in… actual relevant aircraft or component maintenance’ means that the person has worked in an aircraft or component maintenance environment and has either exercised the privileges of the certification / supervision authorization or has actually carried out maintenance on at least some of the aircraft type systems specified in the particular certification / supervision authorization.

20. ►RA4807(3) (MRP 145.A.35(c)) does not apply to the initial authorization or reauthorization of certifying staff and support staff with supervisory responsibilities; the experience levels of these individuals will be considered as part of the competence assessment detailed in RA4806(5) (MRP 145.A.30(e)) and RA4807(6) (MRP 145.A.35(f)). RA4807(5) applies once the authorization has been granted, necessitating an experience ‘currency’ requirement (also known as ‘recency’) for these individuals to maintain their authorization.◄

Regulation 4807(4)

Staff Continuation Training (MRP 145.A.35(d)) 4807(4) The organization shall ensure that all certifying staff and

support staff receive sufficient continuation training in each 2 year period to ensure that such staff have up-to-date knowledge of relevant technology, organization procedures and Human Factor issues.


Staff Continuation Training (MRP 145.A.35(d)) ►Common AMC◄ 21. ►Nil.◄


22. ►Staff within an MMO receive continuation training under single-Service arrangements, which may be at differing periodicities (both more and less frequent) to the 2-yearly requirement stipulated in RA4807(4) (MRP 145.A.35(d)). Notwithstanding this, the need for supplementary continuation training within each 2 year period should be considered in order to:

a. Ensure that staff are familiar with any changes made to relevant regulation, policy and procedures (including maintenance procedures) and the modification standard of the aircraft and/or components being maintained.

b. Learn from the experience of instances where staff failed to follow procedures, using evidence obtained from quality audits where appropriate, and the reasons why particular procedures are not always followed.

23. As part of staff continuation training, all personnel who undertake flight servicing should periodically undergo flight servicing competency checks in accordance with MAP-01 Chapter 2.8.1.◄


24. Continuation training is a 2-way process to ensure that certifying staff remain current in terms of procedures, human factors and technical knowledge and that the organization receives feedback on the adequacy of its procedures and maintenance instructions. Due to the interactive nature of this training, it should have involvement from the quality department to ensure that feedback is actioned. Alternatively, there should be a procedure to ensure that feedback is formally passed from the training department to the quality department to initiate action.

25. Continuation training should cover changes in relevant requirements such as RA4800-4849 (MRP Part 145), changes in organization procedures and the modification standard of the products being maintained, plus Human Factor issues




identified from any internal or external analysis of incidents. It should also address instances where staff failed to follow procedures and the reasons why particular procedures are not always followed. In many cases the continuation training will reinforce the need to follow procedures and ensure that incomplete or incorrect procedures are identified to the organization in order that they can be corrected. This does not preclude the possible need to carry out a quality audit of such procedures.

26. Continuation training should be of sufficient duration in each 2 year period to meet the intent of RA4807(4) (MRP 145.A.35(d)), and may be split into a number of separate elements.

27. The method of training is intended to be a flexible process and could, for example, include an external continuation training course, aeronautical college courses, internal short duration courses, seminars, etc. The elements, general content and length of such training should be specified in the Maintenance Organization Exposition (MOE).


Staff Continuation Training (MRP 145.A.35(d)) ►Common GM◄ 28. RA4807(4) (MRP 145.A.35(d)) regulates the need for continuation training to keep staff updated in terms of relevant technology, procedures and Human Factors issues; it is one part of ensuring quality. Therefore, its content and duration will be related to relevant quality audit findings and other internal/external sources of information available to the organization on human errors in maintenance. It is recommended that the content and duration of continuation training is reviewed at least once in every 24 month period.


29. ►Continuation training in Human Factors is detailed within RA1440(2).◄


30. ►Nil.◄

Regulation 4807(5)

Continuation Training Programme (MRP 145.A.35(e)) 4807(5) The organization shall establish a programme for

continuation training for certifying staff and support staff, including a procedure to ensure compliance with the relevant paragraphs of RA4807 (MRP 145.A.35) as the basis for issuing certification authorizations under RA4800-4849 (MRP Part 145) to certifying staff.


Continuation Training Programme (MRP 145.A.35(e)) ►Common AMC◄ 31. ►Nil.◄


32. ►The continuation training programme may be established by a higher military formation than the MMO, particularly if continuation training is provided under single-Service arrangements. Nevertheless, MMOs should ensure that their staff comply with such programmes and that applicable training is completed prior to the issue of engineering authorizations in accordance with RA4806(5) (MRP 145.A.30(e)).◄





33. The programme for continuation training should list all certifying staff and support staff and when training will take place, the elements of such training and an indication that it was carried out reasonably on time as planned. Such information should subsequently be transferred to the certifying staff and support staff record as required by RA4807(10) (MRP 145.A.35(j)).


Continuation Training Programme (MRP 145.A.35(e)) 34. Nil.

Regulation 4807(6)

Certifying Staff Competence Assessment (MRP 145.A.35(f)) 4807(6) The organization shall assess all prospective certifying staff

for their competence, qualification and capability to carry out their intended certifying duties ►◄ prior to the issue or re-issue of a certification authorization under RA4800-4849 (MRP Part 145). ►For AMOs, this shall be in accordance with a procedure specified in the exposition.◄


Certifying Staff Competence Assessment (MRP 145.A.35(f)) ►Common AMC◄ 35. ►Nil.◄


36. ►MMOs should conduct such assessments in accordance with the processes contained within MAP-01 Chapters 4.1 and 4.3.◄


37. Qualification assessment means collecting copies of all documents that attest to qualification, such as the licence and/or any authorization held. This should be followed by a confirmation check with the organization(s) that issued such document(s) and finally a comparison check for differences between the product type ratings on the qualification documents and the relevant product types maintained by the organization. This latter point may reveal a need for additional training to cover any differences in product type.


Certifying Staff Competence Assessment (MRP 145.A.35(f)) ►Common GM◄ 38. The requirement of RA4807(6) (MRP 145.A.35(f)) is in addition to the competence assessment detailed in RA4806(5) (MRP 145.A.30(e)), the latter being applicable to all personnel involved in any maintenance, management and/or quality audits. ►◄


39. ►Nil.◄


40. Competence and capability may be assessed by working the person under the supervision of either another certifying person or a quality auditor for sufficient time to arrive at a conclusion. Sufficient time could be as little as a few weeks if the person is




fully exposed to relevant work. It is not required to assess against the complete spectrum of intended duties.

41. When the person has been recruited from another maintenance organization approved under RA4800-4849 (MRP Part 145), and was a certifying person in that organization, then the organization may accept a written confirmation from the person responsible for running the quality system about the person.

Regulation 4807(7)

Issue of Certification Authorization (MRP 145.A.35(g)) 4807(7) When the conditions of RA4807(1), (2), (3), (4) and (6) (MRP

145.A.35(a), (b), (c), (d) and (f)) have been fulfilled by the certifying staff, the organization shall issue a certification authorization that clearly specifies the scope and limits of such authorization.


Issue of Certification Authorization (MRP 145.A.35(g)) 42. Continued validity of the certification authorization should be dependent upon continued compliance with RA4807(1), (2), (3), (4) and (6) (MRP 145.A.35(a), (b), (c), (d) and (f))


Issue of Certification Authorization (MRP 145.A.35(g)) 43. Nil.

Regulation 4807(8)

Certification Authorization Codes (MRP 145.A.35(h)) 4807(8) The certification authorization shall be in a style that makes

its scope clear to the certifying staff and any person who may be required to examine the authorization. Where codes are used to define scope, the organization shall make a code translation readily available.


Certification Authorization Codes (MRP 145.A.35(h)) ►Common AMC◄ 44. ►Nil.◄


45. ►MMOs should use the authorization codes detailed in MAP-01 Chapter 0.7.◄


46. ►Nil.◄


Certification Authorization Codes (MRP 145.A.35(h)) 47. Nil.



Regulation 4807(9)

Responsibility for Issuing Certification Authorization (MRP 145.A.35(i)) 4807(9) ►Certification authorizations shall be issued in a controlled

manner. For AMOs,◄ the person responsible for the quality system shall also remain responsible on behalf of the organization for issuing certification authorizations to certifying staff. Such person may nominate other persons to actually issue or revoke the certification authorizations in accordance with a procedure as specified in the exposition.


Responsibility for Issuing Certification Authorization (MRP 145.A.35(i)) ►Common AMC◄ 48. ►Nil.◄


49. ►MMOs should issue certification authorizations in accordance with the processes detailed in MAP-01 Chapter 4.3.◄


50. ►Nil.◄


Responsibility for Issuing Certification Authorization (MRP 145.A.35(i)) 51. Nil.

Regulation 4807(10)

Record of Staff (MRP 145.A.35(j)) 4807(10) The organization shall maintain a record of all certifying staff

and support staff. The record shall be retained by the organization for at least 2 years after the individual has ceased employment with the organization, or from when the authorization has been withdrawn. The staff records shall contain: (a) Details of any aircraft maintenance licence held. (b) All relevant training completed. (c) The scope of the certification authorizations issued,

where relevant. (d) Particulars of staff with limited or one-off certification

authorizations.


Record of Staff (MRP 145.A.35(j)) ►Common AMC◄ 52. ►Nil.◄


53. ►Nil.◄





54. The following minimum information as applicable should be kept on record in respect of each certifying person:

a. Name.

b. Date of Birth.

c. Basic Training.

d. Type Training.

e. Continuation Training.

f. Experience.

g. Qualifications relevant to the authorization.

h. Scope of the authorization.

i. Date of first issue of the authorization.

j. If appropriate - expiry date of the authorization.

k. Identification Number of the authorization.

l. Security clearance, where applicable.

55. The record may be kept in any format but should be controlled by the organization's quality department. This does not mean that the quality department should run the record system.

56. Persons authorized to access the system should be maintained at a minimum to ensure that records cannot be altered in an unauthorized manner or that such confidential records become accessible to unauthorized persons.

57. In the case of an approval based on one person using a subcontracted quality monitoring arrangement, the requirement for a record of certifying and support staff is satisfied by the submission to and acceptance by the MAA of the MAA Form 4. With only one person, the requirement for a separate record of authorization is unnecessary because the MAA Form 3A approval schedule defines the authorization. Where applicable, an appropriate statement to reflect this situation should be included in the exposition.


Record of Staff (MRP 145.A.35(j)) 58. Nil.

Regulation 4807(11)

Provision to Staff of a Copy of Their ►Authorizations◄ (MRP 145.A.35(k)) 4807(11) ►Personnel shall be given a copy of their authorizations,

where applicable.◄


Provision to Staff of a Copy of Their ►Authorizations◄ (MRP 145.A.35(k)) ►Common AMC◄ 59. ►Nil.◄


60. ►MMOs should provide staff with a copy of their authorizations using the processes detailed in MAP-01 Chapter 4.3.1.◄





61. ►AMOs should provide staff with a copy of their authorizations in either a hard-copy or electronic format.◄


Provision to Staff of a Copy of Their ►Authorizations◄ (MRP 145.A.35(k)) 62. Nil.

Regulation 4807(12)

Requirement to Produce Certification Authorization (MRP 145.A.35(l)) 4807(12) Certifying staff or, where applicable, the organization, shall

produce their certification authorization to the MAA within 24 hours of request.


Requirement to Produce Certification Authorization (MRP 145.A.35(l)) 63. Nil.


Requirement to Produce Certification Authorization (MRP 145.A.35(l)) 64. Nil.

Regulation 4807(13)

Minimum Age of Certifying Staff (MRP 145.A.35(m)) 4807(13) Staff under ►21◄ years of age shall not be employed as

certifying staff or support staff with supervisory responsibilities. ►◄


Minimum Age of Certifying Staff (MRP 145.A.35(m)) 65. Nil.


Minimum Age of Certifying Staff (MRP 145.A.35(m)) ►Common GM◄ 66. ►This regulation does not apply to elementary self-supervisors, as defined in MAP-01 Chapter 4.5.1.◄


67. ►Where single-Service rank and trade structures require staff under 21 years of age to be employed as certifying staff or support staff with supervisory responsibilities, a bounded exemption to RA4807(13) must be sought from the MAA, giving sufficient justification and stipulating the conditions and aircraft types on which such individuals will be employed.◄


68. ►Nil.◄






RA 4808 - Equipment, Tools and Material (MRP 145.A.40) Rationale The control and management of equipment, tools and material is an essential

continuing airworthiness activity, especially when considering the potential flight safety hazard of a misplaced tool. This regulation details the requirement for organizations to use correct and serviceable tools and equipment, in a controlled manner.

Contents 4808(1): Equipment, Tools and Materials (MRP 145.A.40(a)) 4808(2): Control of Equipment, Tools and Materials (MRP 145.A.40(b))

Regulation 4808(1)

Equipment, Tools and Materials (MRP 145.A.40(a)) 4808(1) The organization shall have available and use the necessary

equipment, tools and material to perform its intended (or, for Approved Maintenance Organizations (AMOs), approved) scope of work. (a) Where the ►Air System Document Set (ADS)◄

specifies a particular tool or equipment, the organization shall use that tool or equipment, unless the use of alternative tooling or equipment is agreed by the Type Airworthiness Authority (TAA), via approved procedures. For AMOs, such procedure shall be detailed in the exposition.

(b) Equipment and tools must be permanently available, except in the case of any tool or equipment that is so infrequently used that its permanent availability is not necessary. Such cases shall be detailed in an exposition procedure.

(c) An organization carrying out aircraft maintenance shall have sufficient aircraft access equipment and inspection platforms/docking available such that the aircraft can be properly inspected when required.


Equipment, Tools and Materials (MRP 145.A.40(a)) Common AMC 1. Nil.

Additional AMC – Military Maintenance Organizations (MMOs) only 2. Only Service provided hand tools and Test and Measuring Equipment (TME) should be used. Such tools and TME should be managed in accordance with the content of MAP-01 Chapter 6.1.

3. Precision Termination Tooling should be managed in accordance with the content of MAP-01 Chapter 12.1.6.

Additional AMC - AMOs only 4. Once the applicant for approval has determined the intended scope of approval for consideration by the MAA, it should be able to show that all tools and equipment as specified in the technical information can be made available when needed.

5. All such tools and equipment that require to be controlled in terms of servicing or calibration by virtue of being necessary to measure specified dimensions and torque figures etc., should be clearly identified and listed in a control register, including any personal tools and equipment that the organization agrees can be used. 6. Where agreed in the relevant contract, Government Furnished Equipment is acceptable but, where appropriate, should be controlled in the manner stipulated above.




Equipment, Tools and Materials (MRP 145.A.40(a)) 7. Nil.

Regulation 4808(2)

Control of Equipment, Tools and Materials (MRP 145.A.40(b)) 4808(2) The organization shall ensure that all tools, equipment and

particularly test equipment, as appropriate, are controlled and calibrated according to an officially recognized standard, at a frequency to ensure serviceability and accuracy. Records of such calibrations and traceability to the standard used shall be kept by the organization.


Control of Equipment, Tools and Materials (MRP 145.A.40(b)) Common AMC 8. Nil.


9. All hand tools and TME should be uniquely identified and stored in an authorized location, using the processes contained within MAP-01 Chapter 6.1.

10. MMOs should employ control procedures to ensure the full accountability and traceability of all hand tools used on aircraft or aircraft components, using the processes contained within MAP-01 Chapter 6.1.1.


11. The control of these tools and equipment requires that the organization should have a procedure to inspect/service and, where appropriate, calibrate such items on a regular basis and indicate to users that the item is within any inspection, service or calibration time-limit. A clear system of labelling all tooling, equipment and test equipment is therefore necessary giving information on when the next inspection, service or calibration is due and if the item is unserviceable for any other reason where it may not be obvious.

12. A register should be maintained for all precision tooling and equipment together with a record of calibrations and standards used.

13. Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturer’s instructions except where the organization can show by results that a different time period is appropriate in a particular case.


Control of Equipment, Tools and Materials (MRP 145.A.40(b)) Common GM 14. Nil.


15. Further guidance for the control of tools and TME within an MMO is contained within MAP-01 Chapter 6.1 and Chapter 6.1.1.


16. For the purpose of RA4808(2) (MRP 145.A.40(b)), ‘officially recognized standard’ will normally mean those standards established by the manufacturer or published by an official body.

17. The established process for the control of tools under this regulation must address the need to ensure that the aircraft or component is proven to be clear of all tools and equipment on completion of any maintenance or servicing activity. The preferred standard for the control and calibration of tools, equipment and test equipment is contained in MAP-01 Chapter 6.1 and Chapter 6.1.1



RA 4809 - Acceptance of Components (MRP 145.A.42)

Rationale It is essential that only serviceable and approved components are used in the maintenance of aircraft. Therefore, a suitable method of classifying and labelling components is required. This regulation also details the requirements for an organization to follow when arranging for a component to be locally manufactured/fabricated.

Contents 4809(1): Component Classification (MRP 145.A.42(a)) 4809(2): ►Suitability◄ of Components (MRP 145.A.42(b)) 4809(3): Local Manufacture/Fabrication of Components (MRP 145.A.42(c)) 4809(4): Certification of Components as Unsalvageable/Scrap (MRP 145.A.42(d))

Regulation 4809(1)

Component Classification (MRP 145.A.42(a)) 4809(1) Components shall be classified and appropriately

segregated into the following categories: a. Components which are in a serviceable condition, released on an MOD Form 731 (see MAP-02), or equivalent. b. Unserviceable components to be maintained in accordance with RA 4800-4849 (MRP Part 145). c. Unsalvageable/Scrap components which are classified in accordance with RA 4809(4) (MRP 145.A.42(d)). d. Standard parts used on an aircraft, engine, propeller or other aircraft component when specified in the manufacturer's illustrated parts catalogue and/or the technical information.

Note: These parts shall only be considered serviceable if accompanied by a manufacturer’s Certificate of Conformity (or equivalent).

e. Material both raw and consumable used in the course of maintenance when the organization is satisfied that the material meets the required specification and has appropriate traceability.

Note: All material shall only be considered serviceable if accompanied by documentation clearly relating to the particular material and containing a ‘conformity to specification’ statement plus both the manufacturing and supplier source.




Component Classification (MRP 145.A.42(a)) Common AMC 1. With respect to RA 4809(1)(a) (MRP 145.A.42(a)(a)), only the following documents should be accepted as an equivalent to the MOD Form 731 for identifying a component as ►ready for release to service1◄:

a. A European Aviation Safety Agency (EASA) Form 1 ►issued by an EASA approved organization for products, parts and appliances within the scope of such an approval under the following conditions only:

(1) New parts issued under EASA Pt 21 regulations.

(2) Maintained, repaired or overhauled parts having applicability2 to civilian registered aircraft, that are also utilized on military registered aircraft, released under Practice 13 of the EASA Certificate of release regulations4.

b. A UK MAA Form 1 (only when issued by a maintenance organization approved by the MAA and only for products, parts or appliances within the scope of that approval). The format and notes for completion of a UK MAA Form 1 are at Annex A.

c. A European Defence Agency (EDA) participating Member State’s national derivative of the European Military Airworthiness Requirements (EMAR) Form 1 template (only when issued by a maintenance organization appropriately approved by the MAA or approved by an authority with which the MAA has an extant Recognition5 with a scope that includes the acceptability of their maintenance organization approvals).◄

d. A Certificate of Conformity (CoC) or MOD Form 640 (these documents are acceptable only when ►they meet the information requirements of Defence Condition (DEFCON) 627 and traceability of certification can be maintained, and◄ the item is in unbroached primary packaging).

e. MOD Form 3910 (for consumable components only).

Additional AMC – Military Maintenance Organizations (MMOs) only

To be read in conjunction with the Common AMC.

2. Prior to returning an item of technical equipment to the supply/logistics organization, it should be conditioned in order to determine its serviceability state. Such conditioning should be in accordance with the processes contained within MAP-01 Chapter 9.5.

Additional AMC – Approved Maintenance Organizations (AMOs) only

To be read in conjunction with the Common AMC.

3. When a ‘standard part’ is received with a CoC, the accreditations of the originator should be established as far as reasonably practicable. AMOs should have a procedure in place for assessing suppliers.


Component Classification (MRP 145.A.42(a)) 4. ►Whilst the UK MAA Form 1 has blocks to detail the release of new item(s) (as would be permitted under an EASA Part 21 production release) there is currently no

1 ►’Release to service’ in this sense is meant to mean that the item meets the design specification, detailed within approved data, after being maintained, repaired or overhauled. 2 Certified as a part or appliance by or on behalf of EASA for use on civil type certified aircraft. 3 Practice 1 is defined within EASA Letter JAN/kgu/R(4) 2013(D)51397 – Rulemaking interpretation on “Maintenance release of aircraft not covered by the basic regulation”. The EASA Letter can be found at the following link: https://www.easa.europa.eu/system/files/dfu/13D51397 Maint. release of aircraft not covered by BR for website publication.pdf 4 EASA have clarified that the use of an EASA Form 1 under Practice 1 as an airworthiness release certificate for a repaired part that is only eligible to be installed in a military aircraft is considered improper by EASA, and not in line with the provisions of the Basic Regulation – EASA Maintenance Regulations Section, 06 Apr 2016. 5 The list of EDA participating Member States that have recognition agreements with the UK MAA is at the following link: https://www.gov.uk/government/publications/maa-recognition.◄

https://www.easa.europa.eu/system/files/dfu/13D51397%20Maint.%20release%20of%20aircraft%20not%20covered%20by%20BR%20for%20website%20publication.pdf

https://www.gov.uk/government/publications/maa-recognition




equivalent MAA regulation to underpin this certification. Therefore the UK MAA Form 1 is not to be used to certify new products at this time.◄

5. MOD logistics policy permits MOD Form 640s and CoCs to be held at the depot/Main Operating Base (MOB) where the item(s) is initially received. Therefore, provided that each individual component remains in unbroached primary packaging, these items may be dispatched to maintenance organizations without a copy of their respective MOD Form 640 or CoC attached. The absence of this accompanying document is acceptable provided that ►all of the following are met:◄

a. The item was accompanied by a MOD Form 640 or CoC on receipt into the MOD. If required, the depot/MOB can provide the original MOD Form 640 or CoC for clarification in this regard. ►MOD◄ policy is detailed in ►the Defence Logistics Framework (DLF)6◄.

b. The item has been received by the maintenance organization through the MOD ►◄, with an accompanying issue voucher, as a serviceable item.

c. The item is delivered to the maintenance organization in unbroached primary packaging.

d. All technical information (modification state, component life, etc), as applicable, is available on certified documentation elsewhere.

6. For clarification, the CoC is the document produced by the component manufacturer or contracted maintainer that contains a mark (normally a signature or stamp) to certify its quality (following manufacture) or serviceability (following maintenance). It may also be known as the Certificate of Conformance, or Certificate of Compliance.

7. ►DEFCONs are available through the Commercial Toolkit7.◄

8. Further GM for MMOs on the conditioning of components is contained within MAP-01 Chapter 9.5.

Regulation 4809(2)

►Suitability◄ of Components (MRP 145.A.42(b)) 4809(2) Prior to the installation of a component, the organization

shall satisfy itself that the particular component is ►suitable. To be considered suitable the component shall be◄ in an acceptable state, ►be◄ appropriately conditioned/released and ►be◄ of the correct standard when different modification and/or Airworthiness Directives (AD)/Special Instruction (Technical) (SI(T)) standards may be applicable.


►Suitability◄ of Components (MRP 145.A.42(b)) Common AMC 9. The organization should ensure that the component meets the approved data/standard, such as the required design and modification standard. This may be accomplished by reference to the Topic 3A, manufacturer's parts catalogue or other technical information.

10. The organization should also ensure that the component complies with applicable SI(T)s or airworthiness directives and be aware of the status of any life limited parts fitted to the aircraft component.


11. For components that require an Engineering Record Card (ERC), the ERC should be controlled in accordance with the relevant processes contained in MAP-01 Chapter 5.3.1.

6 ►The DLF is hosted on the Defence Gateway at www.defencegateway.mod.uk 7 The Commercial Toolkit can be found in the Acquisition System Guidance, hosted on the Defence Gateway at the following link.◄

https://sts.defencegateway.mod.uk/Login.aspx?ReturnUrl=%2f%3fwa%3dwsignin1.0%26wtrealm%3dhttp%253a%252f%252fsso.defencegateway.mod.uk%252fadfs%252fservices%252ftrust%26wctx%3da7dd0736-65a7-4308-b97a-953449588cf7%26wct%3d2015-05-29T11%253a09%253a11Z&wa=wsignin1.0&wtrealm=http%3a%2f%2fsso.defencegateway.mod.uk%2fadfs%2fservices%2ftrust&wctx=a7dd0736-65a7-4308-b97a-953449588cf7&wct=2015-05-29T11%3a09%3a11Z





12. Nil.


►Suitability◄ of Components (MRP 145.A.42(b)) 13. “►Be◄ appropriately conditioned/released” means that the component’s serviceability has been confirmed in accordance with RA 4812(4) (MRP 145.A.50(d)).

14. When used, the ►UK MAA Form 1◄, EASA Form 1 or EMAR Form 1 identifies the status of an aircraft component. ►The◄ "Remarks" ►block 12 on the◄ forms may contain vital airworthiness related information, which may need appropriate and necessary actions. The MOD Form 731 may also contain airworthiness related information.

Regulation 4809(3)

Local Manufacture/Fabrication of Components (MRP 145.A.42(c)) 4809(3) The local manufacture/fabrication of Aircraft Parts and

Airborne Equipment by a maintenance organization shall require specific authorization. Such Parts / Equipment shall only be manufactured / fabricated in accordance with approved data.


Local Manufacture/Fabrication of Components (MRP 145.A.42(c)) Common AMC 15. Nil.


16. MMOs should only conduct the local manufacture/fabrication of Aircraft Parts and Airborne Equipment in accordance with the requirements of MAP-01 Chapters 6.3 and 11.7.


17. AMOs should only locally manufacture/fabricate parts within its own facilities in accordance with procedures identified in the exposition and approved by the MAA.

18. The agreement by the MAA for the local manufacture/fabrication of parts by the AMO should be formalized through the approval of a detailed procedure in the Maintenance Organization Exposition.

19. Local manufacture/fabrication, inspection, assembly and test should be clearly within the technical and procedural capability of the AMO.

20. Items locally manufactured/fabricated by an AMO should only be used by that organization in the course of overhaul, maintenance, modifications, or repair of aircraft or components undergoing work within its own facility. The permission to locally manufacture/fabricate does not constitute approval for manufacture, or to supply externally. A MOD Form 731 (or equivalent) annotated in red, “FABRICATED ITEM IAW RA 4809(3) (MRP 145.A.42(c)) FOR EXCLUSIVE USE BY THE FABRICATING ORGANIZATION WITHIN ITS OWN FACILITIES” should be attached to the part. This prohibition also applies to the bulk transfer of surplus inventory, in that locally manufactured/fabricated parts are physically segregated and excluded from any delivery certification.

21. Local manufacture/fabrication of parts, modification kits, etc., for onward supply and/or sale, should not be conducted by an AMO, unless they have been specifically contracted to produce items by the MOD. If separately contracted, then this production would be considered to be outside of the MRP Part 145 approval.

22. When locally manufacturing/fabricating parts, care should be taken to ensure that the data used includes details of part numbering, dimensions, materials, processes, and any special manufacturing techniques, special raw material




specification or/and incoming inspection requirement and that the approved organization has the necessary capability. That capability should be defined by way of exposition content. Where special processes or inspection procedures are defined in the approved data, which are not available at the organization, the organization should not locally manufacture/fabricate the part unless the aircraft Type Airworthiness Authority (TAA) gives an approved alternative. This principle also applies to the technique of 3D printing/additive manufacturing.

23. All locally manufactured/fabricated parts should be in accordance with technical information provided in overhaul or repair manuals, modification schemes and service bulletins, drawings or otherwise approved by the TAA.

Note:

Items should not be locally manufactured/fabricated to pattern unless an engineering drawing of the item is produced which includes any necessary manufacturing/fabrication processes and which is acceptable to the TAA.

24. For civil-derivative aircraft, where a TC-holder, design organization or an approved production organization is prepared to make available complete data which is not referred to in aircraft manuals, ►service bulletins◄ or SI(T)s, but provides manufacturing drawings for items specified in parts lists, the local manufacture/fabrication of these items should not be considered as within the scope of an organization’s approval, unless agreed otherwise by the TAA in accordance with a procedure specified in the exposition.

Inspection and identification (AMOs only)

25. Any locally manufactured/fabricated part should be subjected to an inspection stage before, separately, and preferably independently from, any inspection of its installation. The inspection should establish full compliance with the relevant manufacturing data, and the part should be unambiguously identified as fit for use by stating conformity to the approved data.

26. Adequate records should be maintained of all such local manufacture/fabrication processes including heat treatment and the final inspections.

27. All parts, unless its size prohibits it, should carry a part number which clearly relates it to the manufacturing/inspection data. Additional to the part number, the organization's identity should be marked on the part for traceability purposes.


Local Manufacture/Fabrication of Components (MRP 145.A.42(c)) Common GM 28. Nil.


29. Further GM for the local manufacture/fabrication of components by MMOs is contained within MAP-01 Chapters 6.3 and 11.7.


30. Examples of local manufacture/fabrication permitted for AMOs can include, but are not limited to, the following:

a. Fabrication of bushes, sleeves and shims.

b. Fabrication of secondary structural elements and skin panels.

c. Fabrication of control cables.

d. Fabrication of flexible and rigid pipes.

e. Fabrication of electrical cable looms and assemblies.

f. Formed or machined sheet metal panels for repairs.



Regulation 4809(4)

Certification of Components as Unsalvageable/Scrap (MRP 145.A.42(d)) 4809(4) Components which have reached their certified life limit or

contain a non-repairable fault shall be classified as unsalvageable/scrap and shall not be permitted to re-enter the component supply system ►unless the TAA or an MAA –approved Design Organization8 has either:

a. Extended certified life limits; or b. Approved a recovery solution.◄


Certification of Components as Unsalvageable/Scrap (MRP 145.A.42(d)) Common AMC 31. Nil.


32. Components should only be classified as unsalvageable/scrap by an MMO in accordance with the procedures contained in MAP-01 Chapter 9.5.


33. The following types of components should typically be classified as unsalvageable/scrap:

a. Components with non-repairable faults, whether visible or not to the naked eye.

b. Components that do not meet design specifications, and cannot be brought into conformity with such specifications.

c. Components subjected to unacceptable modification or rework that is irreversible.

d. Certified life-limited parts that have reached or exceeded their certified life limits, or have missing or incomplete records.

e. Components that cannot be returned to airworthy condition due to exposure to extreme forces, heat or adverse environment.

f. Components for which conformity with an applicable airworthiness directive or MOD SI(T) cannot be accomplished.

g. Components for which maintenance records and/or traceability to the manufacturer cannot be retrieved.


Certification of Components as Unsalvageable/Scrap (MRP 145.A.42(d)) 34. Caution must be exercised to ensure that unsalvageable components are disposed of in a manner that does not allow them to be returned to service since, in some instances, these items have reappeared for sale to active inventories of the aviation community. Therefore, organizations disposing of unsalvageable aircraft components must consider the possibility of such components later being misrepresented and sold as serviceable components.

35. Further GM on the conditioning of items as unsalvageable/scrap is contained within MAP-01 Chapter 9.5.

8 ►Only if privileged by a TAA in accordance with RA 5850(10) – Privileges, once issued.◄



►This annex has been added; no change marks are used - please read in its entirety◄

ANNEX A

AUTHORIZED RELEASE CERTIFICATE UK MAA FORM 1 FORMAT

1. INSTRUCTIONS FOR USE. These instructions relate only to the use of the UK MAA Form 1.

2. PURPOSE AND USE. The primary purpose of the Certificate is to declare the airworthiness of maintenance work undertaken on products, parts and appliances (hereafter referred to as “item(s)”. It may also be used to declare the airworthiness of new item(s).

3. Correlation must be established between the Certificate and the item(s). The originator must retain a Certificate in a form that allows verification of the original data.

4. The Certificate may be acceptable to many airworthiness authorities, but may be dependent on the existence of bilateral or multilateral agreements and/or policy of the respective National MAA (NMAA). The “approved design data” mentioned in this Certificate then means that which is approved by the competent authority of the importing country.

5. The Certificate is not a delivery or shipping note.

6. Aircraft are not to be released using the Certificate.

7. The Certificate does not constitute approval to install the item(s) on a particular aircraft, engine, or propeller but indicates to the end user the serviceability state of the item(s).

8. A mixture of production released and maintenance released item(s) is not permitted on the same Certificate.

9. GENERAL FORMAT. The Certificate must comply with the format detailed below, including block numbers and the location of each block. The size of each box may be varied to suit individual application but not to the extent that would make the Certificate unrecognisable.

10. The Certificate must be in A4 ‘landscape’ format but the overall size may be increased so long as the Certificate remains recognisable and legible. If in doubt consult the MAA.

11. The user/installer responsibility statement can be placed on either side of the Certificate.

12. All printing must be clear and legible to permit easy reading.

13. The Certificate may either be pre-printed or computer generated but in either case the printing of lines and characters must be clear and legible and in accordance with the defined format.

14. The Certificate must be in English and, if appropriate, may be in one or more additional languages.

15. The details to be entered on the Certificate may be either machine/computer printed or hand-written using block letters and must permit easy reading.

16. Limit the use of abbreviations to a minimum to aid clarity.

17. The space remaining on the reverse side of the Certificate may be used by the originator for any additional information but must not include any certification statement. Any use of the reverse side of the Certificate must be referenced in the appropriate block on the front side of the Certificate.

18. The use of continuation forms is permitted for clarity as long as they are referenced in the appropriate block on the Certificate. Any use of continuation forms must reference the appropriate block 13a or 14a release statement on the Certificate and contain reference to the Certificate’s form tracking number.

19. Table A-1 contains the detailed description of the entries to be made when using the UK MAA Form 1.



Table A-1 UK MAA FORM 1 FORMAT

Block Title Completion Notes 1 Approving Competent

Authority/Country. State the competent authority under whose approval the certificate was issued.

2 AUTHORIZED RELEASE CERTIFICATE

UK MAA FORM 1

Form header.

3 Form Tracking Number. Enter the unique number established by the numbering system/procedure of the organization identified in block 4; this may include alphanumeric characters.

4 Approved Organization Name and Address.

Enter the full name and address of the approved organization releasing the item(s) covered by this certificate. Logos, etc are permitted if the logo can be contained within the block.

5 Work Order / Contract / Invoice Reference.

To facilitate Operating Organization/CAMO traceability of the item(s), enter the work order number, contract tasking number, invoice number, or similar reference number.

6 Item. Serialize the item(s) by entering line item numbers when there is more than one line item. This block permits easy cross-referencing to the Remarks block 12.

7 Description. Enter the name or description of the item(s). Preference should be given to the term used in the instructions for continuing airworthiness or maintenance data (eg Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin, Component Maintenance Manual).

8 Part Number. Enter the part number as it appears on the item(s) or tag/packaging. In case of an engine or propeller the type designation may be used. The part number as it appears on the item(s) is usually defined in the design data. Information about the contents of the kit or media may be given in block 12 or in a separate document cross-referenced from block 12.

9 Quantity. State the quantity of each line item(s). 10 Serial/Batch Number. If the item(s) is (are) required to be identified with a serial

number, enter it here. If there is no serial number identified on the item(s) enter “N/A”. For item(s) without serial numbers the batch number must be entered.

11 Status. Enter only one of the following terms; where more than one may be applicable, use the one that most accurately describes the majority of the work performed or the status of the item(s). For production purposes, enter “NEW”. NOTE: Whilst the UK MAA Form 1 has blocks to detail the release of new item(s) (as would be permitted under an EASA Part 21 production release) there is currently no MAA regulation to underpin this certification. Therefore, the UK MAA Form 1 is not to be used to certify new products at this time. “NEW”:

a. The production of a new item(s) in conformity with the approved design data. b. Re-certification by the organization identified in block 4 of the previous Certificate after alteration or rectification work on the item(s), prior to entry into service (eg after incorporation of a design change, correction of a defect, inspection or test, or renewal of shelf-life). Details of the original release and the alteration or rectification work are to be entered in block 12. c. The examination of the previously released new item(s) prior to entry into service in accordance with a specified standard or specification (details of which and



Block Title Completion Notes of the original release are to be entered in block 12) or to establish airworthiness (an explanation of the basis of release and details of the original release are to be entered in block 12).

For maintenance purposes, enter either ”OVERHAULED”, “REPAIRED”, “INSPECTED/TESTED” or “MODIFIED”. “OVERHAULED”:

a. A process that ensures the item(s) is (are) in complete conformity with all the applicable standards(*). The item must be at least disassembled, cleaned, inspected, repaired as necessary, reassembled and tested in accordance with the above specified data.

“REPAIRED”:

a. The item(s) has (have) undergone rectification of defect(s) using an applicable standard(*).

“INSPECTED/TESTED”:

a. Airworthiness has been established by examination, measurement, etc in accordance with an applicable standard(*) (eg visual inspection, functional testing, bench testing etc).

“MODIFIED”:

a. The alteration of the item(s) to conform to an applicable standard(*).

(*) Applicable standard means “to the service tolerances specified in the equipment manufacturer’s approved instructions for continuing airworthiness or a manufacturing/design/maintenance/quality standard, method, technique or practice approved by or acceptable to the TAA.” The applicable standard must be described in block 12.

12 Remarks. Describe the work identified in block 11, either directly or by

reference to supporting documentation, necessary for the user installer to determine the airworthiness of item(s) in relation to the work being certified. If necessary, a separate sheet may be used and referenced from the main UK MAA Form 1. Each statement must clearly identify which item(s) in block 6 it relates to. If there is no statement, state “none”. Examples of such remarks are, but not limited to:

a. Maintenance data including revision status and references; b. Compliance with Airworthiness Directives or Service Bulletins (including SI(T)); c. Repair(s) undertaken; d. Modification(s) undertaken and final modification state; e. Life limited part(s) status; f. Deviations, deficiencies or concessions; g. Data pertinent to an end user such that they understand any hazard(s) or non-approved part(s) that are fitted for packaging/transport purposes only (such as blanks, bungs, inhibiting oil etc).



Block Title Completion Notes 13a Production Release

Statement. Used for Production Release ONLY. Mark only one of the two boxes:

a. Mark the “approved design data and are in a condition for safe operation.” box if the item(s) was (were) manufactured using approved design data and found to be in a condition for safe operation. b. Mark the “non-approved design data specified in block 12” box if the item(s) was (were) manufactured using applicable non-approved design data. Identify the data in block 12 (eg pending TAA approval, for test only, pending approved data). NOTE: Mixtures of items released against approved and non-approved design data are not permitted on the same certificate.

13b Authorized Signature. This space must be completed with the signature of the authorized person. Only persons specifically authorized in accordance with UK MRP 5000 series regulation are permitted to sign this block. To aid recognition, a unique number identifying the authorized person may be added.

NOTE: The signature can be computer printed subject to the MAA being satisfied that only the signatory can direct the computer and that a signature is not possible on a blank computer-generated form.

13c Approval/Authorization Number.

Enter the AMO’s approval number or certifying individual’s MAP-01 authorization code. The approval number is issued by the MAA to the AMO. The authorization code is issued by the MMO’s Authority Level K in accordance with MAP-01 Chap 4.3.

13d Name. Enter the name of the person signing in block 13b. 13e Date (dd/mm/yyyy). Enter the date on which block 13b was signed in the given

format; dd = 2 digit day, mm = 2 digit month, yyyy = 4 digit year. 13a-e NOTE: Whilst the MAA Form 1 has blocks to detail the release

of new item(s) (as would be permitted under an EASA Part 21 production release) there is currently no equivalent MAA regulation to underpin this certification. Therefore the UK MAA Form 1 is not to be used to certify new products at this time. NOTE: These blocks are not used for maintenance release. For maintenance purposes, blocks 13a-e should be shaded, darkened, or otherwise marked to preclude their inadvertent or unauthorized use.



Block Title Completion Notes 14a Maintenance Release

Statement. Used for maintenance release purposes ONLY The box marked ‘MRP Part 145.A.50 (RA 4812)’ should be checked when the part is released under the scope of an approval granted by the UK MAA. The Box marked ‘Other regulation specified in block 12’ should be checked when the organization is releasing the part under the regulatory control of another NMAA. If checked the NMAA and regulatory release should be quoted, along with the other regulator’s approval number, in block 12. (eg FR DSAE FR EMAR.145.A.50 approval number 123456.) Both check boxes must be marked if releasing under ‘dual release’ when the UK MAA and another EDA participating Member State agree to permit such activity. For all maintenance carried out by maintenance organizations approved in accordance with MRP Part 145, the certification statement “unless otherwise specified in block 12” is intended to address the following cases:

a. Where the maintenance could not be completed. b. Where the maintenance deviated from the standard required by MRP Part 145. c. Where the maintenance was carried out in accordance with a requirement other than that specified in MRP Part 145. In this case block 12 should specify the particular standard to which the maintenance was undertaken.

14b Authorized Signature. This space must be completed with the signature of the authorized person. Only persons specifically authorized in accordance with RA 4807 to meet the requirements of RA 4806(9) are permitted to sign this block. To aid recognition, a unique number identifying the authorized person may be added.

NOTE: The signature can be computer printed subject to the MAA being satisfied that only the signatory can direct the computer and that a signature is not possible on a blank computer-generated form.

14c Approval/Authorization Number.

Enter the AMO’s approval number or certifying individual’s MAP-01 authorization code. The approval number is issued by the MAA to the AMO. The authorization code is issued by the MMO’s Authority Level K in accordance with MAP-01 Chap 4.3.

14d Name. Enter the name of the person signing in block 14b. 14e Date (dd/mm/yyyy). Enter the date on which block 14b was signed in the given

format; dd = 2 digit day, mm = 2 digit month, yyyy = 4 digit year. 14a-e NOTE: These blocks are not used for production release. For

production purposes, blocks 14a-e should be shaded, darkened, or otherwise marked to preclude their inadvertent or unauthorized use.



Initial Issue Jun 16

1. Approving Competent Authority/Country

AUTHORIZED RELEASE CERTIFICATE

UK MAA FORM 1

3. Form Tracking Number

4. Approved Organization Name and Address

5. Work Order/Contract/Invoice Reference

6. Item 7. Description 8. Part Number 9. Quantity 10. Serial/Batch Number 11. Status/Work

12. Remarks

Limited Life Parts must be accompanied with life history such as elapsed time, cycles or shelf/ultimate life dates since new.

13a. Certifies that the items identified above were manufactured in conformity to:

□ approved design data and are in condition for safe operation

□ non-approved design data specified in block 12

14a. □ MRP Part 145.A.50 (RA 4812) □ Other regulation specified in block 12

Certifies that unless otherwise specified in block 12, the work identified in block 11 and described in block 12, was accomplished in accordance with MRP Part 145 and in respect to that work the item(s) is (are) considered ready for release to service.

13b. Authorized Signature 13c. Approval/Authorization Number

14b. Authorized Signature 14c. Approval/Authorization Number

13d. Name 13e. Date (dd/mm/yyyy)

14d. Name 14e. Date (dd/mm/yyyy)

USER/INSTALLER RESPONSIBILITIES This Certificate does not automatically constitute authority to install the item(s). Where the user/installer performs work in accordance with regulations of an airworthiness authority different than the airworthiness authority specified in block 1, it is essential that the user/installer ensures that their airworthiness authority accepts items from the airworthiness authority specified in block 1. Statements in blocks 13a and 14a do not constitute installation certification. In all cases aircraft maintenance records must contain an installation certification issued in accordance with the applicable regulations by the user/installer before the aircraft may be flown.



RA 4810 - Technical Information (MRP 145.A.45)

Rationale The use of approved and accurate Technical Information within the ►Air System Document Set◄ is essential for continuing the airworthiness of an aircraft or aircraft equipment. This RA details the requirements on organizations in their use of Technical Information in this respect.

Contents 4810(1): Approved and Current Technical Information (MRP 145.A.45(a)) 4810(2): Applicable Technical Information (MRP 145.A.45(b)) 4810(3): Requirement to Inform Technical Information Author of Errors (MRP 145.A.45(c)) 4810(4): Modification of Technical Information (MRP 145.A.45(d)) 4810(5): Common Work Card or Work Sheet (MRP 145.A.45(e)) 4810(6): Availability of Technical Information (MRP 145.A.45(f)) 4810(7): Maintaining the Amendment State of Technical Information (MRP 145.A.45(g))

Regulation 4810(1) 4810(2)

Approved and Current Technical Information (MRP 145.A.45(a)) 4810(1) The organization shall hold and use applicable, approved

and current Technical Information in the performance of maintenance, including modifications and repairs. In the case of Technical Information provided by the Continuing Airworthiness Management Organization (CAMO), the organization shall hold such data when the work is in progress, noting the additional requirements of RA4813(3) (MRP 145.A.55(c)).

Applicable Technical Information (MRP 145.A.45(b)) 4810(2) To complement its MAA02 definition for the purposes of

RA4800-4849 (MRP Part 145), applicable Technical Information shall include, but not be limited to, any of the following: a. Any applicable requirement, procedure, operational

directive or information issued by the authority responsible for the oversight of the aircraft or component.

b. Any applicable Special Instructions (Technical) (SI(T)) or Airworthiness Directives (AD) issued by the authority responsible for the oversight of the aircraft or component.

c. Instructions for continuing airworthiness issued by the Type Airworthiness Authority (TAA), MAA-approved design organization, or the CAMO.

d. Any applicable standard, such as, but not limited to, maintenance standard practices recognized by the MAA as a good standard for maintenance.

e. Any applicable information issued in accordance with RA4810(4) (MRP 145.A.45(d)).




Approved and Current Technical Information (MRP 145.A.45(a)) Applicable Technical Information (MRP 145.A.45(b)) 1. An organization undertaking aircraft and/or uninstalled engine/Auxiliary Power Unit (APU) maintenance should hold and use the following Technical Information, where published:

a. The appropriate sections of the ►Air System Document Set◄ (as defined in RA1310(1)), including all relevant Technical Publications, or engine/APU Technical Publications, depending on the scope of the organization’s planned scope of work Military Maintenance Organization (MMO) or approval Approved Maintenance Organization (AMO).

b. Service bulletins, service letters and service instructions (all covered in the MOD system by SI(T)s).

c. Modification leaflets.

d. Non-Destructive Testing / Non-Destructive Inspection manual.

e. Any other specific document issued by the TAA or CAMO as Technical Information.

2. An organization undertaking component maintenance, other than complete engines/APUs, should hold and use the following Technical Information where published:

a. The appropriate sections of the vendor maintenance and repair manual.

b. MOD SI(T)s, Service bulletins and service letters.

c. Any document issued by the TAA as Technical Information on whose product the component may be fitted when applicable.

3. An organization undertaking only specialized services (eg Non-Destructive Testing) should hold and use all applicable specialized service(s) process specifications.


Approved and Current Technical Information (MRP 145.A.45(a)) Applicable Technical Information (MRP 145.A.45(b)) Common GM 4. Applicable’ means relevant to any aircraft, component or process specified in the organization’s approval class rating schedule or planned scope of work and in any associated capability list.

5. In relation to Paragraphs 1 and 2, ‘appropriate sections’ means the Technical Information relevant to the scope of maintenance undertaken at each particular maintenance facility.


6. Nil.


7. ’Technical Information’, as defined in MAA02, comprises a wider range of documentation than the civil aviation term ‘Maintenance Data’, which may be more familiar to those AMOs familiar with traditional civil aviation processes. However, within the context of its use in the RA4800-4849 Series (MRP Part 145), the term ‘Maintenance Data’ may be used in lieu of the term ‘Technical Information’ in such AMO’s documentation.



Regulation 4810(3)

Requirement to Inform Technical Information Author of Errors (MRP 145.A.45(c)) 4810(3) The organization shall use a recognized procedure to ensure

that, if found, any inaccurate, incomplete or ambiguous procedure, practice, information or maintenance instruction contained in Technical Information used by maintenance personnel is recorded and notified to the Technical Information sponsor.


Requirement to Inform Technical Information Author of Errors (MRP 145.A.45(c)) Common AMC 8. Nil.


9. All personnel should report any unsatisfactory feature, error or omission within Technical Information, when identified, using the processes detailed in MAP-01 Chapters 8.2, 8.2.1 and 8.2.2.


10. The referenced procedure should ensure that when maintenance personnel discover inaccurate, incomplete or ambiguous information in the Technical Information they will record the details. The procedure should then ensure that the RA4800-4849 (MRP Part 145) approved maintenance organization notifies the problem to the author/sponsor of the Technical Information in a timely manner.

11. A record of such communications to the author/sponsor of the Technical Information should be retained by the RA4800-4849 (MRP Part 145) approved organization until such time as the TAA or the MAA approved Design Organization has clarified the issue by, for example, amending the Technical Information.

12. The referenced procedure should be specified in the Maintenance Organization Exposition (MOE).


Requirement to Inform Technical Information Author of Errors (MRP 145.A.45(c)) Common GM 13. Nil.


14. Nil.


15. The preferred process for proposing amendments to Technical Information is through submission of a MOD Form 765, Unsatisfactory Feature Report, in accordance with the process detailed in MAP-01 Chapter 8.2.1.

Regulation 4810(4)

Modification of Technical Information (MRP 145.A.45(d)) 4810(4) The organization shall only modify maintenance instructions

in accordance with an approved procedure. With respect to those changes, the organization shall demonstrate that they result in equivalent or improved maintenance standards and shall inform the TAA and CAMO or other approved organization of such changes.




Modification of Technical Information (MRP 145.A.45(d)) Common AMC 16. Nil.


17. When deviation from relevant Technical Information is required, the process detailed in MAP-01 Chapter 5.4.2 should be followed.


18. The referenced procedure should address the need for the organization to seek authority from the TAA and CAMO to deviate from relevant Technical Information.

19. The procedure should include a paper/electronic record of the complete process from start to finish and ensure that the relevant Technical Information clearly identifies the modification.


Modification of Technical Information (MRP 145.A.45(d)) 20. For the purposes of RA4810(4) (MRP 145.A.45(d)), ’relevant Technical Information’ means instructions on how to carry out the particular maintenance task; they exclude the engineering design of repairs and modifications.

Regulation 4810(5)

Common Work Card or Work Sheet (MRP 145.A.45(e)) 4810(5) The organization shall provide a common work card or

worksheet system to be used throughout relevant parts of the organization, to be used as follows: a. The organization shall either transcribe accurately the

Technical Information defined in RA4810(2) and RA4810(4) (MRP 145.A.45(b) and (d)) onto such work cards or worksheets, or make precise reference to the particular maintenance task or tasks contained in such Technical Information.

b. Work cards and worksheets that are computer generated and held on an electronic database shall be subject to both adequate safeguards against unauthorized alteration and a back-up electronic database, which shall be updated within 24 hours of any entry made to the main electronic database.

c. Complex maintenance tasks shall be transcribed onto the work cards or worksheets and subdivided into clear stages to ensure a record of the accomplishment of the complete maintenance task.

d. The organization shall establish processes to ensure that all work cards and/or worksheets are completed in a correct and consistent manner.


Common Work Card or Work Sheet (MRP 145.A.45(e)) Common AMC 21. Nil.


22. MMOs should only record maintenance on the forms, work cards and worksheets described in MAP-01 Chapter 7.2 and MAP-02. Such documents should be completed in accordance with their respective Instructions for Use and processes, as detailed in MAP-02.





23. The work cards should differentiate and specify, when relevant, disassembly, accomplishment of task, reassembly and testing.


Common Work Card or Work Sheet (MRP 145.A.45(e)) Common GM 24. The terms work card and worksheet refer to the document on which a maintenance task or scheduled sequence of tasks have been pre-populated. Examples include, but are not limited to, a Topic 5 maintenance schedule, a MOD F707MP and an authorized pre-printed maintenance work order.


25. Guidance Material and associated process are contained within MAP-01 Chapter 7.2 and MAP-02.


26. The term ‘relevant parts of the organization’ is used to mean, for example, aircraft base maintenance, aircraft line maintenance, engine workshops, mechanical workshops, avionic workshops, etc. Therefore, for example, engine workshops will have a common system throughout such engine workshops, but this may be different to the system used in aircraft base maintenance.

27. In the case of a lengthy maintenance task involving a succession of personnel to complete such task, it may be necessary to use supplementary work cards or worksheets to indicate what was actually accomplished by each individual person.

28. Where an AMO is contracted to use MOD Form 700 paperwork, the appropriate processes in MAP-01 and MAP-02 must be used for their completion.

Regulation 4810(6)

Availability of Technical Information (MRP 145.A.45(f)) 4810(6) The organization shall ensure that all applicable Technical

Information is readily available for use when required by maintenance personnel.


Availability of Technical Information (MRP 145.A.45(f)) 29. Technical Information should be available in close proximity to the aircraft being maintained, for the relevant staff to study.

30. Where Technical Information is held electronically, or on microfilm/microfiche, the number of terminals to access the data should be sufficient in relation to the size of the work programme to enable easy access for supervisors, mechanics and certifying staff.


Availability of Technical Information (MRP 145.A.45(f)) 31. Nil.

Regulation 4810(7)

Maintaining the Amendment State of Technical Information (MRP 145.A.45(g)) 4810(7) The organization shall establish a procedure to ensure that

Technical Information it controls is kept up to date. In the case of an AMO using MOD-sponsored Technical Information, the AMO shall be able to show that either it has written confirmation from the MOD that all such Technical Information is up to date, or it has work orders specifying the



Regulation 4810(7)

amendment status of the Technical Information to be used, or it can show that it is on the MOD-sponsored Technical Information amendment list.


Maintaining the Amendment State of Technical Information (MRP 145.A.45(g)) Common AMC 32. Nil.


33. Technical Information should be updated following the process detailed in MAP-01 Chapter 8.1.


34. To keep data up to date, a procedure should be set up to monitor the amendment status of all data and maintain a check that all amendments are being received by being a subscriber to any document amendment scheme. Alternatively, a suitable arrangement should be made with the relevant MOD publication sponsor to receive data amendments.

35. Where Electronic Technical Publications, Logistic Information Systems or microfilm/microfiche readers are used, a control procedure should also be in place to ensure that, where prints are produced, out of date data is not used.


Maintaining the Amendment State of Technical Information (MRP 145.A.45(g)) 36. Nil.



RA 4811 - ►Maintenance◄ Planning (MRP 145.A.47)

Rationale The purpose of this RA is to ensure that the organization puts in place adequate resource to meet the maintenance requirement and also puts in place suitable working patterns and handover procedures to mitigate the risk of Human Error.

Contents 4811(1): ►Maintenance◄ Planning System (MRP 145.A.47(a)) 4811(2): Human ►Factors◄ Limitations (MRP 145.A.47(b)) 4811(3): Handover of Maintenance Tasks (MRP 145.A.47(c))

Regulation 4811(1)

►Maintenance◄ Planning System (MRP 145.A.47(a)) 4811(1) The organization shall have a system appropriate to the

amount and complexity of work to plan the availability of all necessary personnel, tools, equipment, material, ►technical information◄ and facilities in order to ensure the safe completion of the maintenance work.


►Maintenance◄ Planning System (MRP 145.A.47(a)) 1. For the purpose of RA4800-4849 (MRP Part 145), the ►maintenance◄ planning function should include 2 complementary elements:

a. Scheduling the maintenance work ahead, to ensure that it will not adversely interfere with other work with regards to the availability of all necessary personnel, tools, equipment, material, ►technical information◄ and facilities.

b. During maintenance work, organizing maintenance teams and shifts and provide all necessary support to ensure the completion of maintenance without undue time pressure.

2. When establishing the ►maintenance◄ planning procedure, consideration should be given to the following, ►where applicable:◄

a. Logistics, supply coordination and inventory control.

b. Square metres of ►working◄ accommodation.

c. Man-hours estimation.

d. Man-hours availability.

e. Preparation of work.

f. Hangar availability.

g. Environmental conditions (access, lighting standards and cleanliness).

h. Scheduling of safety critical tasks.


►Maintenance◄ Planning System (MRP 145.A.47(a)) ►Common GM◄ 3. ►Nil.◄

►Additional GM – Military Maintenance Organizations (MMOs) only◄

4. ►Due to the unpredictable variations in the scheduled work that most MMOs




experience, a documented Maintenance Planning System is not mandatory. However, the MMO must be able to demonstrate that it has established a system of work (shift patterns, internal logistics processes, etc) that is appropriate to the scope of work it intends to conduct.◄

►Additional GM – Approved Maintenance Organizations (AMOs) only◄

5. Depending on the amount and complexity of work generally performed by the maintenance organization, the planning system may range from a very simple procedure to a complex organizational set-up, including a dedicated planning function in support of the ►maintenance◄ function.

Regulation 4811(2)

Human ►Factors◄ Limitations (MRP 145.A.47(b)) 4811(2) The planning of maintenance tasks, and the organizing of

shifts, shall take into account Human ►Factors◄ Limitations.


Human ►Factors◄ Limitations (MRP 145.A.47(b)) 6. ►Human Factors Limitations, in the context of RA4811(2) (MRP 145.A.47(b)),◄ refers to the upper and lower limits, and variations, of certain aspects of human performance (Circadian rhythm, 24 hours body cycle, etc.) which personnel should be aware of when planning work and shifts.


Human ►Factors◄ Limitations (MRP 145.A.47(b)) 7. Nil.

Regulation 4811(3)

Handover of Maintenance Tasks (MRP 145.A.47(c)) 4811(3) When it is required to hand over the continuation or

completion of maintenance tasks for reasons of a shift or personnel changeover, relevant information shall be adequately communicated between outgoing and incoming personnel.


Handover of Maintenance Tasks (MRP 145.A.47(c)) ►Common AMC◄ 8. Maintenance organizations should have a procedure for shift and task handover, addressing the following 3 elements:

a. The outgoing person’s ability to understand and communicate the important elements of the job or task being passed over to the incoming person.

b. The incoming person’s ability to understand and assimilate the information being provided by the outgoing person.

c. A formalized process for exchanging information between outgoing and incoming persons and a planned shift overlap and a place for such exchanges to take place.






9. ►MMOs should adhere to the process for shift and task handover detailed in MAP-01 Chapter 6.12.◄


10. ►Nil.◄


Handover of Maintenance Tasks (MRP 145.A.47(c)) 11. Nil.






RA 4812 - Certification of Aircraft and Component Release (MRP 145.A.50)

Rationale In the interest of flight safety and airworthiness integrity, there is a chain of individual responsibility for maintenance work carried out within the Military Air Environment (MAE) and a supporting system of recording and certification, which ensures full accountability for all such work.

Contents 4812(1): Certification of Aircraft Release (MRP 145.A.50(a)) 4812(2): Aircraft Release for Flight (MRP 145.A.50(b)) 4812(3): New Faults (MRP 145.A.50(c)) 4812(4): Certification of Component Release and Cannibalization (MRP 145.A.50(d)) 4812(5): Deferred and Incomplete Maintenance (MRP 145.A.50(e)) 4812(6): Not Used (MRP 145.A.50(f))

Regulation 4812(1) 4812(2)

Certification of Aircraft Release (MRP 145.A.50(a)) 4812(1) The Certification of Aircraft Release shall be endorsed by

appropriately authorized certifying staff on behalf of the organization when it has been verified that all maintenance has been properly carried out by the organization in accordance with approved procedures, taking into account the availability and use of the Technical Information specified in RA 4810 (MRP 145.A.45), and that there are no non-compliances which are known to endanger Air Safety.

Aircraft Release for Flight (MRP 145.A.50(b)) 4812(2) The Certification of Aircraft Release shall be endorsed

before flight at the completion of any maintenance on aircraft.


Certification of Aircraft Release (MRP 145.A.50(a)) Aircraft Release for Flight (MRP 145.A.50(b)) Common AMC 1. Nil.


2. Aircraft documentation should be completed in accordance with the relevant procedures detailed in the manual of Maintenance and Airworthiness Processes (MAP)-01 and MAP-02.


3. The Certification of Aircraft Release should be accompanied by a statement declaring that the work has been carried out in accordance with the appropriate regulations, as follows:

a. In the case of aircraft using the MOD Form 700 as the aircraft technical log, this statement is made by virtue of completing the paperwork in accordance with the relevant MAP-01 processes and the Instructions for Use of each form; no further statement is required.




b. Where alternative documentation is used, the following statement should be used: ‘Certifies that the work specified except as otherwise specified was carried out in accordance with RA 4800-4849 (MRP Part 145) and in respect to that work the aircraft is considered ready for use’.

4. The document on which the Certification of Aircraft Release is endorsed should:

a. Relate to the maintenance task ordered or the appropriate elements of the aircraft maintenance manual, which itself may cross-refer to other Technical Publications, Special Instructions (Technical) (SI(T)s), etc.

b. Include or refer to the date such maintenance was carried out and when the maintenance took place relative to any life or overhaul limitation in terms of date/flying hours/cycles/landings etc., as appropriate.

5. When extensive maintenance has been carried out and the document containing the Certification of Aircraft Release summarizes this maintenance, a unique cross-reference to the work package should be included. This work package should contain full details of maintenance carried out, retaining any dimensional information.

6. The person endorsing the Certification of Aircraft Release should use his normal signature except in the case where electronic certification is used. In this latter case, the MAA will need to be satisfied that only the particular person can electronically endorse the Certification of Aircraft Release.


Certification of Aircraft Release (MRP 145.A.50(a)) Aircraft Release for Flight (MRP 145.A.50(b)) 7. The Certification of Aircraft Release is the act of completing the final signature/electronic authorization confirming the serviceability of that aircraft. It is the culmination of the proceeding maintenance processes and every care must be taken in ensuring that such certification is correctly endorsed. For aircraft using the MOD Form 700 as the aircraft technical log, the Certification of Aircraft Release is the signature on the appropriate MOD Form 705, ►by an appropriately authorized individual,◄ to certify that the aircraft is ready for flight; a process also referred to in the MAP-01 as co-ordinating the MOD Form 700C.

8. ‘Endanger Air Safety’ means any instances where safe operation could not be assured or which could lead to an unsafe condition. It typically includes, but is not limited to, significant cracking, deformation, corrosion or failure of primary structure, any evidence of burning, electrical arcing, significant hydraulic fluid or fuel leakage and any emergency system or total system failure. It does not include any faults for which rectification has been deferred by an authorized individual in accordance with RA 4812(5) (MRP 145.A.50(e)).

9. When maintenance is certified using an electronic system, the use of a magnetic or optical personal card in conjunction with a PIN known only to the individual may be used. A certification stamp is optional.

10. In the case of aircraft using the MOD Form 700 as the aircraft technical log, the requirements of this regulation are met by completion of appropriate MOD Form 707B paperwork, with final certification that the aircraft is released for flight on the appropriate MOD Form 705. While the final certificate in this case (the MOD Form 705) does not contain specific detail of the maintenance carried out, the reference to the ‘Last SNOW►1◄’ provides the necessary audit trail to identify those individual maintenance tasks carried out (using the appropriate MOD Form 707B) associated with this certification, hence meeting the requirements of this regulation.

11. In the case of aircraft being maintained through traditional civilian aviation systems, the document on which the Certification of Aircraft Release is endorsed may be named the ‘Certificate of Release to Service’.

1 ►‘Serial Number of Work’ as defined within MAP-02.◄



Regulation 4812(3)

New Faults (MRP 145.A.50(c)) 4812(3) New faults or incomplete maintenance work orders identified

during aircraft maintenance shall be brought to the attention of the appropriate engineering manager and/or the Continuing Airworthiness Management Organization (CAMO) for the specific purpose of obtaining agreement to rectify such faults or completing the missing elements of the maintenance work order. In the case where the appropriate engineering manager and/or the CAMO declines to have such maintenance carried out under this paragraph, RA 4812(5) (MRP 145.A.50(e)) shall be applicable.


New Faults (MRP 145.A.50(c)) Common AMC 12. Nil.


13. The process for corrective maintenance detailed in MAP-01 Chapter 5.4 should be followed.


14. Referral to the CAMO should take place when the rectification of such fault or completion of such maintenance will affect the aircraft’s availability to the respective Front Line Command.


New Faults (MRP 145.A.50(c)) 15. An aircraft or component must be considered unserviceable and therefore requiring corrective maintenance (unless such maintenance is deferred in accordance with RA 4812(5) (MRP 145.A.50(e)) whenever a fault is reported to, or detected by, the maintenance organization, a loose article is suspected or confirmed, or a component/item is cannibalized.

16. The purpose of this regulation is to cover the scenario when the maintenance work required cannot be completed within the allotted time period and hence requires referral to engineering management and/or the CAMO for agreement that said maintenance is either carried out or deferred.

Regulation 4812(4)

Certification of Component Release and Cannibalization (MRP 145.A.50(d)) 4812(4) A document containing the Certification of Component

Release shall be issued on the following occasions: a. At the completion of any maintenance on a component

whilst off the aircraft. b. When a component is removed as serviceable from an

aircraft or assembly for use on another aircraft or assembly, known as cannibalization.

Note:

When an AMO maintains a component for its own use, a formal certificate of release may not be necessary, but the organization’s internal release procedures shall be defined in the Maintenance Organization Exposition (MOE).




Certification of Component Release and Cannibalization (MRP 145.A.50(d)) Common AMC 17. Nil.


18. Components, when serviceable, should be conditioned as such in accordance with the processes contained within MAP-01 Chapter 9.5.

19. Cannibalization of parts from aircraft and uninstalled aircraft equipment should be strictly controlled and documented, in accordance with the processes contained within MAP-01 Chapter 6.11.


20. A component which has been maintained off the aircraft should be endorsed with a Certification of Component Release on ►an MOD Form 7312 or UK MAA Form 13,◄ for such maintenance, with one exception as detailed in the Regulatory Statement.

21. The appropriately-rated AMO should ensure that all reasonable measures have been taken to ensure that only approved and serviceable aircraft components are endorsed with a Certification of Component Release. Such certification should not be endorsed 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 maintenance organizations and a document containing a Certification of Component Release is required to accompany the component to enable an organization to accept the item for subsequent maintenance processes. In this instance, a clear mark of the component’s unserviceability (or a Statement of Limitation) should be endorsed with the Certification of Component Release.

22. The Certification of Component Release, endorsed in accordance with RA 4812(4) (MRP 145.A.50(d)), should be annotated with a statement confirming that the item has been inspected. In addition, the following should be specified:

a. When the last maintenance was carried out and by whom.

b. If the component is unused, when the component was manufactured and by whom with a cross reference to any original documentation which should be included with the certificate.

c. A list of all Airworthiness Directives (ADs)/SI(T)s, repairs and modifications known to have been incorporated or, if no ADs/SI(T)s, repairs or modifications are known to be incorporated, then this should be so stated.

d. Detail of life used for service life limited parts being any combination of fatigue, overhaul or storage life.

e. Details, if applicable, of the aircraft component’s maintenance history record, as long as the record contains details that would otherwise be required on the certificate of maintenance. The maintenance history record and acceptance test report or statement, if applicable, should be attached to the certificate of maintenance.

Note:

Where the Certification of Component Release is endorsed on a MOD Form 731, completed in accordance with the appropriate Instructions for Use, it meets the requirements of Paragraph 22.

New/Unused aircraft components - AMOs only 23. If a Certification of Component Release is to be endorsed for a stored and unused aircraft component without an existing Certification of Component Release

2 ►Completed in accordance with the instructions in the MAP-02. 3 Completed to the requirements specified in RA 4809(1) - Component Classification (MRP 145.A.42(a)).◄




endorsed in accordance with RA 4812(4) (MRP 145.A.50(d)), the following should be contained within the procedure for endorsing the Certification of Component Release, which should be defined within the MOE:

a. An acceptance test report or statement should be available for all used and unused aircraft components that are subjected to acceptance testing after manufacturing or maintenance, as appropriate.

b. The aircraft component should be inspected for compliance with the manufacturer’s instructions and limitations for storage and condition, including any requirement for limited storage life, inhibitors, controlled climate and special storage containers. In addition, or in the absence of specific storage instructions, the aircraft component should be inspected for damage, corrosion and leakage to ensure good condition.

c. The storage life used of any storage life limited parts should be established.

d. If it is not possible to establish satisfactory compliance with all applicable conditions specified in sub-Paragraphs 23a to 23c inclusive, the aircraft component should be disassembled by an appropriately rated AMO and subjected to a check for incorporated ADs/SI(T)s, repairs and modifications and inspected/tested in accordance with the manufacturer’s maintenance instructions to establish satisfactory condition and, if relevant, all seals, lubricants and life limited parts replaced. On satisfactory completion after reassembly, a Certification of Component Release may be endorsed stating what was carried out and the reference of the manufacturer’s maintenance instructions included.

24. The certification/release of a stored but unused aircraft component in accordance with Paragraph 23 ►should be considered◄ as a maintenance release under RA 4800-4849 (MRP Part 145) and not a production release. It is not intended to bypass a production release procedure agreed by the MAA for parts and subassemblies intended for fitment on the manufacturer’s own production line.

Components removed as serviceable from an aircraft - AMOs only

25. If a Certification of Component Release is to be endorsed for a serviceable aircraft component removed from a UK military registered aircraft, the following should be complied with:

a. The AMO should ensure that the component was removed from the aircraft by an appropriately qualified person.

b. The aircraft component should only be deemed serviceable if the last flight operation with the component fitted revealed no faults on that component/related system.

c. The aircraft component should be inspected for satisfactory condition including in particular damage, corrosion or leakage and compliance with any additional manufacturer’s maintenance instructions.

d. The 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. Under no circumstances should a Certification of Component Release be endorsed if it is suspected that the aircraft component has been subjected to extremes of stress, temperatures or immersion.

e. A maintenance history record should be available for all used serialized aircraft components.

f. Any modification embodiment and previous repairs should be established.

g. The flight hours/cycles/landings as applicable of any service life limited parts including time since overhaul should be established.

h. Compliance with known applicable ADs/SI(T)s should be established.

i. Any maintenance required by the Type Airworthiness Authority (TAA) or




CAMO should be carried out (for example, a Standard Serviceability Test).

j. The certificate containing the Certification of Component Release should contain the information as specified in Paragraph 23, including the identification of the aircraft from which the aircraft component was removed.

26. Certification of Component Release for serviceable aircraft components removed from any aircraft other than a UK military registered aircraft should only be endorsed if the components are leased or loaned from a maintenance organization approved under RA 4800-4849 (MRP Part 145), who retains control of the airworthiness status of the components.

Components removed from an aircraft withdrawn from service - AMOs only

27. If a Certification of Component Release is to be endorsed for a serviceable aircraft component removed from a UK military registered aircraft withdrawn from service, the following should be complied with:

a. Aircraft withdrawn from service and dismantled for spares should only be accomplished under the control of an AMO, employing procedures approved by the MAA.

b. To be eligible for installation, components removed from such aircraft should be endorsed with a Certification of Component Release by an appropriately rated AMO following a satisfactory assessment, as detailed in this AMC.

c. As a minimum, the assessment should satisfy the standards set out in Paragraphs 25 and 26, as appropriate. This should, where known, include the possible need for the alignment of scheduled maintenance that may be necessary to comply with the maintenance programme applicable to the aircraft on which the component is to be installed.

d. The AMO responsible for certifying any removed component should satisfy itself that the manner in which the components were removed and stored are compatible with the standards required by RA 4800-4849 (MRP Part 145).

e. A structured plan should be formulated to control the aircraft disassembly process. The disassembly should be carried out by an appropriately rated AMO under the supervision of certifying staff, who will ensure that the aircraft components are removed and documented in a structured manner in accordance with the appropriate maintenance data and disassembly plan.

f. All recorded aircraft faults should be reviewed and the possible effects these may have on both normal and standby functions of removed components are to be considered.

g. Dedicated control documentation should be used as detailed by the disassembly plan, to facilitate the recording of all maintenance actions and component removals performed during the disassembly process. Components found to be unserviceable should be identified as such and quarantined pending a decision on the actions to be taken. Records of the maintenance accomplished to establish serviceability should form part of the component maintenance history.

h. Suitable RA 4800-4849 (MRP Part 145) facilities for the removal and storage of removed components should be used, which include suitable environmental conditions, lighting, access equipment, aircraft tooling and storage facilities for the work to be undertaken. While it may be acceptable for components to be removed, given local environmental conditions, without the benefit of an enclosed facility, subsequent disassembly (if required) and storage of the components should be in accordance with manufacturer’s recommendations.

Components maintained by organizations without MAA approval - AMOs only

28. If a Certification of Component Release is to be endorsed for a used component maintained by a maintenance organization without RA 4800-4849 (MRP Part 145) approval, an appropriately rated maintenance organization approved under RA 4800-




4849 (MRP Part 145) should establish satisfactory conditions by:

a. Dismantling the component for sufficient inspection in accordance with the appropriate Technical Information.

b. Replacing of all service life limit components when no satisfactory evidence of life used is available and/or the components are in an unsatisfactory condition.

c. Reassembling and testing the component as necessary.

d. Completing all certification requirements as specified in RA 4812 (MRP 145.A.50).

Components removed from an aircraft involved in an accident or incident - AMOs only

29. Components removed from aircraft involved in an accident or incident (including, but not limited to heavy landings and lightning strikes) should only be endorsed with a Certification of Component Release when processed in accordance with Paragraph 25 and a specific work order including all additional tests and inspections made necessary by the accident or incident. Such a work order may require input from the TAA or MAA-approved Design Organization, as appropriate. This work order should be referenced with the Certification of Component Release.


Certification of Component Release and Cannibalization (MRP 145.A.50(d)) Common GM

30. Nil.


31. GM for the conditioning of components and cannibalization is contained within MAP-01 Chapters 9.5 and 6.11.


32. The purpose of the Certification of Component Release is to:

a. Release assemblies/items/components/parts (referred to throughout RA 4812(4) (MRP 145.A.50(d)) as ‘item(s)’) after maintenance.

b. Allow items removed from one aircraft/aircraft component to be fitted to another aircraft/aircraft component following cannibalization.

33. The Certification of Component Release for a component does not remove the need for further certification to be carried out in regard to a component being installed properly on the aircraft when such action occurs, in accordance with RA 4812(2) (MRP 145.A.50(b)).

34. In addition to the Certification of Component Release for a component maintained by the organization, an appropriately rated organization under RA 4800-4849 (MRP Part 145) may also endorse a Certification of Component Release for an aircraft component on the following occasions, as detailed in the AMC to this regulation:

a. A component maintained before the Maintenance Approved Organization Scheme became effective, or manufactured before the Design Approved Organization Scheme became effective.

b. A component used on an aircraft and removed in a serviceable condition (a process known in the MAE as cannibalization).

c. A component removed from an aircraft which has been withdrawn from service, or from an aircraft which has been involved in abnormal occurrences such as accidents, incidents, heavy landings or lightning strikes.

d. Components maintained by an organization not approved under RA 4800-4849 (MRP Part 145).




35. ►The MOD Form 731 or UK MAA Form 1 are the only documents upon which the Certification of Component Release can be made. They serve as an official certificate for items released from an AMO or MMO to users. The Certification of Component Release is not a delivery or shipping note.◄

36. The certificate containing the Certification of Component Release may be used as a rotable tag/label by utilizing the available space for any additional information and despatching the item with 2 copies of the certificate so that one copy may be eventually returned with the item to the maintenance organization. The alternative solution is to use existing rotable tags/label and also supply a copy of the certificate.

37. For the purposes of RA 4812(4) (MRP 145.A.50(d)), ‘appropriately rated’ means an organization with an approval class rating for the type of component or for the product in which it may be installed.

Regulation 4812(5)

Deferred and Incomplete Maintenance (MRP 145.A.50(e)) 4812(5) By derogation to RA 4812(1) (MRP 145.A.50(a)), an

organization may endorse a Certification of Aircraft Release on the following occasions: a. When an appropriately authorized individual agrees to

defer outstanding corrective or preventive maintenance. Such maintenance shall only be deferred if considered justifiable and safe.

b. When an AMO is unable to complete all maintenance ordered, it may endorse a Certification of Aircraft Release within the approved aircraft limitations. The organization shall enter such fact on the document containing the Certification of Aircraft Release before its issue.

Note:

In all instances, details of any deferred or incomplete maintenance shall be entered in the aircraft technical log by appropriately authorized certifying staff, who have made the judgement that the aircraft is safe to fly, with appropriate limitations and constraints caveated, despite incomplete maintenance.


Deferred and Incomplete Maintenance (MRP 145.A.50(e)) Common AMC 38. Nil.


39. Maintenance should only be deferred in accordance with the processes detailed in MAP-01 Chapter 5.4.2 or, on those occasions where Aircrew Accepted Faults are permitted, the process detailed in MAP-01 Chapter 5.4.


40. If an appropriately authorized individual agrees to the deferment of maintenance, then details of the deferment, including, where applicable, reference to such approval for deferment, should be entered in the aircraft technical log (e.g. MOD Form 700) and sanctioned by an authorized individual.

Note:

Whether or not the individual authorizing the deferment has such authority to defer maintenance is an issue between the organization and the contracting




organization, paying due cognisance to the requirements of RA 1006, where applicable. In case of doubt concerning such a decision the AMO should inform the CAMO of such doubt, before releasing the aircraft.

41. The procedure for complying with RA 4812(5) (MRP 145.A.50(e)) should:

a. Draw attention to the fact that RA 4812(1) (MRP 145.A.50(a)), does not normally permit the endorsement of the Certification of Aircraft Release in the case of non-compliance.

b. State what action the mechanic, supervisor and certifying staff are required to take to bring the matter to the attention of the CAMO, so that the issue may be discussed and resolved with the CAMO.

c. Ensure that the appropriate person(s) as specified in RA 4806(2) (MRP 145.A.30(b)), is kept informed in writing of such possible non-compliance situations.


Deferred and Incomplete Maintenance (MRP 145.A.50(e)) Common GM 42. Nil.


43. Further GM on the deferment of maintenance is contained within MAP-01 Chapter 5.4.2.


44. Where the MAP-01 authorization system is adopted by an AMO, the authorization to defer maintenance must be controlled in accordance with RA 1006.

45. Being unable to establish full compliance with RA 4812(1) (MRP 145.A.50(a)) means that the maintenance required by the aircraft operator could not be completed due either to running out of available aircraft maintenance downtime for the scheduled check or by virtue of the condition of the aircraft requiring additional maintenance downtime.

46. The purpose of RA 4812(5)(b) (MRP 145.A.50(e)(b)) is to govern the situation when a CAMO permits an AMO to endorse a Certification of Aircraft Release, but further maintenance is required before the aircraft can be declared serviceable. Such practice is not compatible with aircraft types that use MOD F700 paperwork as the aircraft technical log.

Regulation 4812(6)

Not Used (MRP 145.A.50(f)) 4812(6) Not Used.


Not Used (MRP 145.A.50(f)) 47. Not used.


Not Used (MRP 145.A.50(f)) 48. Nil.






RA 4813 - Maintenance Records (MRP 145.A.55)

Rationale To maintain an audit trail of maintenance activities carried out, it is necessary to have a formal method of recording all such activities. A suitable retention policy is also required, with a retention period based on the relevance of the information to the continuing airworthiness of the aircraft to which it relates. This also provides an aid to engineering investigations.

Contents 4813(1): Recording ►and Retention◄ of Maintenance Work (MRP 145.A.55(a)) 4813(2): Copies of Maintenance Records (MRP 145.A.55(b)) 4813(3): ►Management of Retained◄ Maintenance Records (MRP 145.A.55(c))

Regulation 4813(1)

Recording ►and Retention◄ of Maintenance Work (MRP 145.A.55(a)) 4813(1) The organization shall record all details of maintenance work

carried out. As a minimum, the organization shall retain records necessary to prove that all requirements have been met for endorsing the Certification of Aircraft/Component Release, including subcontractor's certificates/release documents, where applicable.


Recording ►and Retention◄ of Maintenance Work (MRP 145.A.55(a)) Common AMC 1. Nil.


2. All maintenance work carried out on aircraft and aircraft equipment should be recorded and certified in accordance with the procedures detailed in MAP-01 Chapters 7.1 and 7.2.

3. MMOs should record details of maintenance work using the MOD Form 700 documentation, as detailed in MAP-01 Chapter 7.2.1. ►◄

4. ►MMOs should retain those maintenance records required by MAP-01 Chapter 7.6.◄


5. Records should contain basic details of all serialized aircraft components installed to ensure traceability to such installed aircraft component documentation and associated Technical Information as specified in RA 4810 (MRP 145.A.45).

6. Maintenance records should refer to the revision status of the Technical Information used.

7. The maintenance record can be either a paper or computer system or any combination of both.

a. Paper systems should use robust material which can withstand normal handling and filing. The record should remain legible throughout the required retention period.

b. Computer systems used for maintenance should have at least one




backup system, which should be updated at least within 24 hours of any maintenance. Each terminal should contain programme safeguards against the ability of unauthorized personnel to alter the database.

8. Some gas turbine engines are assembled from modules and a true total time in service for a total engine is not kept. When such an engine is being maintained, the total time in service and maintenance records for each module should be kept. The maintenance records as specified should be kept with the module and show compliance with any mandatory requirements pertaining to that module.

9. ►AMOs should describe document retention and transfer procedures within the Maintenance Organization Exposition (MOE).◄


Recording ►and Retention◄ of Maintenance Work (MRP 145.A.55(a)) Common GM 10. Nil.


11. Further GM on the recording of maintenance is contained within MAP-01 Chapters 7.1, 7.2 and 7.2.1.

12. When Logistic Information Systems are provided to record maintenance carried out, electronic signatures will be considered as legally equivalent to those made on hardcopy maintenance documents. Further information in this regard is contained within MAP-01 Chapter 7.3.1.


13. Properly executed and retained records provide information essential in controlling unscheduled and scheduled maintenance and troubleshooting to eliminate the need for re-inspection and rework to establish airworthiness. The prime objective is to have secure and easily retrievable records with comprehensive and legible contents.

Regulation 4813(2)

Copies of Maintenance Records (MRP 145.A.55(b)) 4813(2) The AMO shall provide a copy of each document relating to

the Certification of Aircraft/Component Release to the relevant Continuing Airworthiness Management Organization (CAMO), together with a copy of any specific approved repair/modification instructions used for repairs/modifications carried out.


Copies of Maintenance Records (MRP 145.A.55(b)) 14. Nil.


Copies of Maintenance Records (MRP 145.A.55(b)) 15. Nil.



Regulation 4813(3)

►Management of Retained◄ Maintenance Records (MRP 145.A.55(c)) 4813(3) The organization shall ►manage retained copies◄ of all

detailed maintenance records and any associated Technical Information, as instructed by the MAA ►, such that:◄ a. Records under RA 4813(3) (MRP 145.A.55(c)) shall

be stored in a safe way with regard to fire, flood and theft.

b. Computer backup discs, tapes, etc. shall be stored in a different location from that containing the working discs, tapes, etc., in an environment that ensures they remain in good condition.

c. Where an AMO terminates its operation, all retained maintenance records shall be transferred to the relevant CAMO.


►Management of Retained◄ Maintenance Records (MRP 145.A.55(c)) Common AMC 16. Nil.


17. Completed aviation engineering documentation should be ►managed◄ in accordance with the processes contained within MAP-01 Chapter 7.6.

18. ►The MOD Form 700 documents should be kept in safe custody, kept free from defacement and kept legible at all times.◄

19. Completed aviation engineering documentation may be scanned and stored electronically, but should be subject to certification that the electronic copy is a true, legible and complete facsimile of the original. Such electronic storage of documentation should be carried out following the processes contained within MAP-01 Chapter 7.6.1.

20. Any lost maintenance records should be reconstructed in accordance with the procedures contained within MAP-01 Chapter 7.2.1.


21. Maintenance records should be retained until the work it records has been invalidated by documented work carried out subsequently (for example, ►routine elements of◄ Scheduled Base Maintenance (SBM), Major maintenance, or equivalent); ►◄ MAP-01 Chapter 7.6 provides further regulation and guidance in this respect.

22. In addition, maintenance records for aircraft subject to Civil Aviation Authority (CAA) oversight should be kept for a minimum of ►3◄ years from the date the aircraft or component to which the work relates was released from the organization.

23. Any reconstructed records should be submitted to the CAMO for acceptance.


►Management of Retained◄ Maintenance Records (MRP 145.A.55(c)) Common GM 24. 'Associated Technical Information’ is specific information such as repair and modification instructions. This does not necessarily require the retention of all Technical Publications.


25. Further GM on the retention of maintenance documentation is contained within




MAP-01 Chapters 7.6 and 7.6.1.


26. ►The term “terminates its operation” in RA 4813(3)c is deemed to mean the ending of the contractual relationship with the MOD and thus the cessation of an AMO’s approval.◄

27. Reconstruction of lost or destroyed records can be done by reference to other records which reflect the time in service, research of records maintained by repair facilities and reference to records maintained by individual mechanics, etc. When these things have been done and the record is still incomplete, the CAMO may make a statement in the new record describing the loss and establishing the time in service based on the research and the best estimate of time in service.

Note:

Additional maintenance may be required.



RA 4814 - Occurrence Reporting (MRP 145.A.60)

Rationale There are occasions when there is a requirement to report ‘occurrences’, including ‘near misses’, and ‘findings’ in the condition of equipment, delivery of services, audit observations or potential improvements within the Military Air Environment (MAE). This RA details the requirements placed on organizations in this respect.

Contents 4814(1): Unsafe Condition Reporting (MRP 145.A.60(a)) 4814(2): Internal Occurrence reporting (MRP 145.A.60(b)) 4814(3): MOD Sponsored Reporting Action (MRP 145.A.60(c)) 4814(4): Not Used (MRP 145.A.60(d)) 4814(5): Not Used (MRP 145.A.60(e))

Regulation 4814(1)

Unsafe Condition Reporting (MRP 145.A.60(a)) 4814(1) The organization shall report to the ►relevant departments

of the◄ MOD any condition of the aircraft or component identified by the organization that has resulted or may result in an unsafe condition that is a ►◄ hazard to ►Air◄ Safety.


Unsafe Condition Reporting (MRP 145.A.60(a)) 1. ►All equipment in the Military Air Environment (MAE) should be subject to fault reporting procedures.◄


Unsafe Condition Reporting (MRP 145.A.60(a)) 2. ►This regulation must be read in conjunction with RA4814(3) (MRP 145.A.60(c)), which details the methods of reporting that must be followed within the MAE, and RA1410, which contains the MOD Occurrence Reporting regulation.◄

Regulation 4814(2)

Internal Occurrence Reporting (MRP 145.A.60(b)) 4814(2) The organization shall establish an internal occurrence

reporting system to enable the collection and evaluation of such reports, including the assessment and extraction of those occurrences to be reported under RA4814(1) (MRP Part 145.A.60(a)).


Internal Occurrence Reporting (MRP 145.A.60(b)) ►Common AMC◄ 3. ►Nil.◄


4. ►Nil.◄





5. The procedure should be defined in the Maintenance Organization Exposition.

6. This procedure should identify adverse trends, corrective actions taken, or to be taken, by the organization to address deficiencies and include evaluation of all known relevant information relating to such occurrences and a method to circulate the information as necessary.

7. An organization should ensure that personnel are not ►reprimanded◄ for reporting or co-operating with occurrence investigations.

8. The internal reporting process should be closed-loop, ensuring that actions are taken internally to address safety hazards.

9. The process should provide feedback to report originators, both on an individual and more general basis, since it is important to ensure their continued support for the scheme.


Internal Occurrence Reporting (MRP 145.A.60(b)) ►Common GM◄ 10. The aim of occurrence reporting is to identify the factors contributing to incidents and to make the system resistant to similar errors. An occurrence reporting system must therefore enable and encourage free and frank reporting of any (potentially) safety related occurrence. This will be facilitated by the establishment of a ‘just culture’, as defined in MAA02.

11. ►Regulation on MOD Occurrence Reporting is contained within RA1410, which must be read in conjunction with this regulation, noting that RA1410 does not differentiate between internal and external occurrence reporting. Defence Air Safety Occurrence Reports (DASORs), raised using the Aviation Safety Information Management System (ASIMS), must be used to report those internal occurrences that are deemed ‘reportable air safety occurrences’, as defined in RA1410. Adherence to these processes will satisfy the requirements of RA4814(2) (MRP 145.A.60(b)) when augmented by a suitable internal closed-loop system to report occurrences that do not necessarily require a DASOR to be raised.◄


12. ►Where implemented by the relevant Operating Duty Holder Flight Safety Organization, MMOs may utilize hardcopy Error Management System Report Forms, as part of the Defence Aviation Error Management System (DAEMS), to report internal occurrences where Air Safety was not compromised, but the potential for Air Safety to be compromised in the future was recognized. Further guidance on the DAEMS is available on the MAA Website.◄


13. ►Nil.◄

Regulation 4814(3)

MOD Sponsored Reporting Action (MRP 145.A.60(c)) 4814(3) The organization shall make such reports in a form and

manner established by the MAA and ensure that they contain all pertinent information about the condition and evaluation results known to the organization.




MOD Sponsored Reporting Action (MRP 145.A.60(c)) 14. Extant MOD procedures for occurrence reporting should be used, ►including the use of ASIMS.◄ Details are published in:

a. RA1410 – Occurrence Reporting.

b. ►MAP-01 Chapters 7.5, 7.5.1, 7.5.2 and 7.5.3◄ – Fault Reporting.

c. ►MAP-01 Chapter 15.1.1◄ – Quality Occurrence Reporting.


MOD Sponsored Reporting Action (MRP 145.A.60(c)) 15. Nil.

Regulation 4814(4)

Not Used (MRP 145.A.60(d)) 4814(4) Not used.


Not Used (MRP 145.A.60(d)) 16. Nil.


Not Used (MRP 145.A.60(d)) 17. Nil.

Regulation 4814(5)

Not Used (MRP 145.A.60(e)) 4814(5) Not used.


Not Used (MRP 145.A.60(e)) 18. Nil.


Not Used (MRP 145.A.60(e)) 19. Nil.






RA 4815 - Maintenance Procedures and Safety and Quality Policy (MRP 145.A.65)

Rationale The use of defined safe processes, practices and procedures, adequate supervision and high-calibre management are all essential elements of an integrated management system, with increased confidence gained through a rigorous process of independent review and evaluation. This process ensures that engineering and logistics standards and working practices within the Military Aviation Environment (MAE) are being maintained and adapted, thus ensuring consistent levels of high-quality support are provided.

Contents 4815(1): Organization Safety and Quality Policy (MRP 145.A.65(a)) 4815(2): Procedures for Good Maintenance Practices (MRP 145.A.65(b)) 4815(3): Quality System (MRP 145.A.65(c))

Regulation 4815(1)

Organization Safety and Quality Policy (MRP 145.A.65(a)) 4815(1) Military Maintenance Organizations (MMOs) shall operate

within the Air Safety Management System (ASMS) developed by the relevant Duty Holder and the applicable single-Service Quality Policy. Approved Maintenance Organizations (AMOs) shall establish a safety and quality policy for the organization, to be included in the exposition under RA 4816 (MRP 145.A.70).


Organization Safety and Quality Policy (MRP 145.A.65(a)) Common AMC 1. Nil.


2. Nil.


3. The safety and quality policy should, as a minimum, include a statement committing the organization to:

a. Recognize safety as a prime consideration at all times.

b. Apply Human Factors principles.

c. Encourage personnel to report maintenance related errors/incidents.

d. Recognize that compliance with procedures, quality standards, safety standards and regulations is the duty of all personnel.

e. Recognize the need for all personnel to co-operate with the quality auditors.


Organization Safety and Quality Policy (MRP 145.A.65(a)) Common GM 4. RA 1200 defines the ASMS that all Defence Aviation organizations must establish in order to achieve the Secretary of State’s Safety Policy and must be read in conjunction with this regulation.




Additional GM - MMOs only 5. Further detail on single-Service Quality Policy is contained in MAP-01 Chapter 15.1.


6. The safety and quality policy regulated through RA 4815(1) (MRP 145.A.65(a)) must be coherent with the organization’s ASMS.

Regulation 4815(2)

Procedures for Good Maintenance Practices (MRP 145.A.65(b)) 4815(2) The organization shall follow approved procedures, taking

into account Human Factors, to ensure good maintenance practices and compliance with RA 4800-4849 (MRP Part 145). Procedures shall include a clear process, work order or contract such that aircraft and components may be released for use in accordance with RA 4812 (MRP 145.A.50). AMOs shall detail such procedures in their Exposition. a. The maintenance procedures established or to be

established by the organization under RA 4815(2) (MRP 145.A.65(b)) shall cover all aspects of carrying out the maintenance activity, including the provision and control of specialized services and lay down the standards to which the organization intends to work.

b. With regard to aircraft maintenance, the organization shall establish procedures to minimize the risk of multiple errors and capture errors on critical systems. In particular, the organization shall have procedures to ensure that no one person is required to self-supervise a maintenance task that involves some element of disassembly/reassembly and then repeat that same maintenance task on identical or similar systems on the same aircraft. However, when only one person is available to carry out these tasks, then the organization’s work card or worksheet shall include an additional stage for re-inspection of the work by this person after completion of all the same tasks.

c. Maintenance Procedures shall be established to ensure that damage is assessed and modifications and repairs are carried out using approved Technical Information.


Procedures for Good Maintenance Practices (MRP 145.A.65(b)) Common AMC 7. ►Maintenance of Electrical Wiring Interconnection Systems (EWIS). Maintenance organizations can prevent adverse effects associated with wiring changes by standardising maintenance practices through training, rather than by periodic inspection. Training should be provided to avoid indiscriminate routing and splicing of wire and to provide comprehensive knowledge of critical design features of systems that must be managed in a specific manner such as, but not limited to, fuel systems and systems subject to TEMPEST restrictions. Guidance on training for standard maintenance practices for EWIS is contained within RA 4550(1) and RA 4550(2).◄


8. Maintenance procedures pertaining to good maintenance practices and




compliance with RA 4800-4849 (MRP Part 145) are contained within the MAP-01 and MAP-02; MMOs should follow the procedures, processes and guidance contained within these documents. Relevant maintenance procedures may also be contained within mid-level engineering policy documents and orders.

9. With respect to RA 4815(2)(b) (MRP 145.A.65(b)(b)), an independent inspection should be carried out on the occasions stated in MAP-01 Chapter 6.10. This includes, but is not limited to, whenever maintenance work involves disconnection, replacement, connection, assembly or adjustment of any element of a control system. The independent inspection should be carried out in accordance with the processes contained within MAP-01 Chapter 6.10.

10. Aircraft and aircraft components should be repaired in accordance with authorized instructions, following the processes contained within MAP-01 Chapter 9.13.2.

11. Aircraft and aircraft structural components that are beyond the repair capability of the maintenance organization should be assessed, categorized and repaired under the control of an aircraft Repair Organization in accordance with the processes contained within MAP-01 Chapters 9.13 and 9.13.1.


12. Maintenance Procedures should be reviewed and updated at an appropriate periodicity to ensure that they reflect current best practice. It is the responsibility of all organizations' employees to report any unauthorized deviation from approved procedures via their organization’s internal occurrence reporting mechanisms.

13. All procedures, and changes to those procedures, should be verified and validated before use where practical.

14. All maintenance procedures governing technical activity should be designed and presented in accordance with good human factors principles.

15. With respect to RA 4815(2)(b) (MRP 145.A.65(b)(b)), procedures should be established to detect and rectify maintenance errors that could, as minimum, result in a failure, malfunction, or fault endangering the safe operation of the aircraft if not performed properly. The procedure should identify the method for capturing errors, and the maintenance tasks or processes concerned. This procedure should apply to any maintenance work that involves disconnection, replacement, connection, assembly or adjustment of any element of an aircraft control system, or any additional task that may be generated from, for example:

a. Previous experiences of maintenance errors, depending on the consequence of the failure.

b. Information arising from the ‘occurrence reporting system’ required by RA 4814 (MRP 145.A.60).

c. Type Airworthiness Authority (TAA) and/or Continuing Airworthiness Management Organization (CAMO) requirements to capture errors, if applicable.

16. In order to prevent omissions, every maintenance task or group of tasks should be signed-off. To ensure the task or group of tasks is completed, it should only be signed-off after completion. Work by unauthorized personnel (e.g. temporary staff or a trainee), should be checked by authorized personnel before they sign-off. The grouping of tasks for the purpose of signing-off should allow critical steps to be clearly identified.

17. ►The maintenance organization should ensure that when carrying out a modification, repair or maintenance, the limits expressed within the approved Technical Information provided are not compromised; this will require the development of appropriate procedures, where necessary, by the maintenance organization. The maintenance organization should pay particular attention to possible adverse effects of any wiring changes, even a change not specifically associated with the fuel tank system. For example, it should be common practice to identify segregation of fuel gauging system wiring, as defined within the approved Technical Information.




Note:

The maintenance of ignition prevention features is necessary for the inherent safety and reliability of an aircrafts’ fuel tank system. The aircraft cannot be operated indefinitely with the failure of an ignition prevention feature. The failure will have a direct adverse effect on operational safety. It could prevent the continued safe flight and landing of the aircraft or cause serious or fatal injury to the occupants. The fuel system review required will identify ignition prevention features of the design. The failure of any of these features may not immediately result in an unsafe condition, but it may warrant certain maintenance to support continued airworthiness.◄


Procedures for Good Maintenance Practices (MRP 145.A.65(b)) Common GM 18. For the purpose of RA 4815(2)(b) (MRP 145.A.65(b)(b)), ‘to self-supervise a maintenance task’ means to both carry out and inspect/supervise that maintenance task.


19. GM for independent inspections is contained within MAP-01 Chapter 6.10. GM for the repair of aircraft and aircraft components is contained within MAP-01 Chapters 9.13, 9.13.1 and 9.13.2.


20. Specialized services include any specialized activity, such as, but not limited to, non-destructive testing requiring particular skills and/or qualification. RA 4806(6) (MRP 145.A.30(f)) covers the qualification of personnel but, in addition, there is a need to establish maintenance procedures that cover the control of any specialized process.

21. ►For the purpose of this regulation, ‘aircraft control system’ means any system, whether electrical, mechanical or optical, operated by user input or automation, by which an aircraft’s speed, direction, flight attitude or propulsive force are changed in the air or on the ground or by which the undercarriage is retracted or lowered. The term includes power operated and assisted controls, including the immediate connections between those controls and their power systems, and may further extend to the systems that provide power to such controls. Automatic systems that can be instantly overridden by the pilot are not considered to be aircraft control systems within the meaning of this regulation, unless their failure, either in the air or on the ground, would place life or the aircraft at risk. Any elements of a system, including attachment points to the aircraft structure, linking the appropriate pilot’s control to any of the following, must be considered as aircraft control systems. Although the list is not exhaustive, examples of aircraft control systems are:◄

a. Primary flying controls and reaction control systems.

b. Tabs, flaps, slats and airbrakes.

c. Wing sweep control actuators.

d. Primary power unit control mechanisms, including those for throttles, variable intakes, reverse thrust, high-pressure fuel cocks, propeller constant speed units and rotating nozzles.

e. Helicopter rotor blade transmission and tail rotor transmission and pitch change mechanisms.

f. Undercarriage retraction and lowering and undercarriage steering mechanisms.

g. Aircraft wheel brakes.

h. Automatic flight control systems.

22. A list of those systems subject to independent inspections for a particular platform type will be detailed in the relevant ►Technical Information◄.

23. One purpose of RA 4806(2)(b) (MRP 145.A.65(b)(b)) is to minimize the




possibility of an error being repeated whereby the identical aircraft components are not reassembled correctly thereby compromising more than one system. An example is the remote possibility of failure to reinstall engine gearbox access covers or oil filler caps on all engines of a multi-engined aircraft resulting in major oil loss from all engines.

24. A ‘sign-off’ is a statement or signature by the competent person performing or supervising the work, that the task or group of tasks has been correctly performed. A sign-off relates to one step in the maintenance process and is therefore different from the Certification of Aircraft Release. ‘Authorized personnel’ means personnel formally authorized by the maintenance organization approved under RA 4800-4849 (MRP Part 145) to sign-off tasks. Authorized personnel are not necessarily staff with certification authorization, as detailed in RA 4807(7) (MRP 145.A.35(g)).

Regulation 4815(3)

Quality System (MRP 145.A.65(c)) 4815(3) The organization shall establish a quality system that

includes the following: a. 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

b. A quality feedback reporting system to the person or group of persons specified in RA 4806(2) (MRP 145.A.30(b)) and ultimately to the Accountable Manager (Maintenance) that ensures proper and timely corrective action is taken in response to reports resulting from the independent audits established to meet RA 4815(3)(a) (MRP 145.A.65(c)(a)).


Quality System (MRP 145.A.65(c)) Common AMC 25. Nil.


26. The quality auditing process detailed in MAP-01 Chapter 15.2 should be followed.

27. The Quality Occurrence Reporting (QOR) method should be used as the quality feedback reporting system, in accordance with the processes contained within MAP-01 Chapter 15.1.1.


28. Independent audits should include a percentage of random audits carried out on a sample basis when maintenance is being carried out. This means some audits during the night for those organizations that work at night.

29. The independent audit should ensure that all aspects of RA 4800-4849 (MRP Part 145) compliance ►, including all sub-regulations, AMC, GM and Maintenance Organization Exposition (MOE) processes, in addition to other RAs required by contract,◄ are checked every 12 months and may be carried out as a complete single exercise or subdivided over the 12-month period in accordance with a scheduled plan.

30. 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 12 months without resultant findings. However, where findings have been identified, the particular procedure should be rechecked against other product lines until the findings have been rectified, after which the independent audit procedure may revert back to 12




monthly for the particular procedure.

31. Except as specified otherwise in Paragraph ►30◄, the independent audit should sample check one product on each product line every 12 months as a demonstration of the effectiveness of and compliance to maintenance procedures.

32. 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.

33. A small organization (one with a maximum of 10 personnel actively engaged in maintenance) that chooses to contract the independent audit element of the quality system in accordance with RA 4806(3)(a) (MRP 145.A.65(c)(a)) should only do so with agreement from the MAA and under the condition that the audit is carried out twice in every 12-month period.

34. Where the organization has line stations listed as per ►RA 4817(1)d◄ (MRP 145.A.75(d)), the quality system should describe how these are integrated into the system and include a plan to audit each listed line station at a frequency consistent with the extent of flight activity at the particular line station. The maximum period between audits of a particular line station should not exceed 12 months.

35. A report should be raised each time an audit is carried out, describing what was checked and the resulting findings against applicable requirements, procedures and products.

36. The quality feedback system should not be contracted to outside persons.

37. On receiving the independent quality audit report, the relevant department(s) should rectify findings and inform the quality department or nominated quality auditor of such rectification.

38. The Accountable Manager (Maintenance) should hold regular meetings with staff to check progress on rectification except that, for large organizations (with more than about 500 maintenance staff), such meetings may be delegated on a day-to-day basis to the quality manager, subject to the Accountable Manager (Maintenance) meeting at least twice per 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.

39. All records pertaining to the independent quality audit and the quality feedback system should be retained for at least 2 years after the date of clearance of the finding to which they refer.


Quality System (MRP 145.A.65(c)) Common GM 40. Nil. Additional GM - MMOs only

41. RA 4815(3) (MRP 145.A.65(c)) requires an MMO to have its own quality system that incorporates a schedule of independent audits with a formal reporting mechanism to management. The ‘Self Audit’ and reporting processes described in MAP-01 Chapter 15.2 satisfies this requirement, with independence being achieved by using staff independent of the process being audited. The External Quality Audit and Internal Quality Audit detailed in MAP-01 Chapter 15.2 are still required however to comply with the requirements of RA 4700.

42. Further information on quality policy, QORs and quality auditing is contained within MAP-01 Chapters 15.1, 15.1.1 and 15.2.


43. The primary objective of the quality system is to enable the organization to ensure that it can deliver a safe product and that the organization remains in compliance with applicable regulation and policy. Essential elements of the quality system are the independent audit and the quality feedback system.




The independent audit (AMOs only)

44. The independent audit is an objective process of routine sample checks of all aspects of the organization’s ability to carry out all maintenance to the required standards and includes some product sampling as this is the end result of the maintenance process. It represents an objective overview of the complete maintenance related activities and is intended to complement the RA 4812(1) (MRP 145.A.50(a)), requirement for certifying staff to be satisfied that all required maintenance has been properly carried out before endorsement of the Certification of Maintenance Release.

45. Procedures and product audits may be combined by selecting a specific product example, such as an aircraft, engine or instrument, and sample checking all the procedures and requirements associated with the specific product example to ensure that the end result is an airworthy product.

46. For the purpose of the independent audit, a product line includes any product under a RA 4804 (MRP 145.A.20) Annex A approval class rating, as specified in the approval schedule issued to the particular organization. It therefore follows, for example, that a maintenance organization approved under RA 4800-4849 (MRP Part 145) with a capability to maintain aircraft and repair engines, brakes and autopilots would need to carry out 4 complete audit sample checks each year, unless a different interval of audits has been stipulated by the MAA.

47. The sample check of a product means to witness any relevant testing and visually inspect the product and associated documentation. It is not intended for the sample check to involve repeat disassembly or testing, unless the sample check identifies findings requiring such action.

48. In order to ensure the independence of the auditor(s), it follows that:

a. A large maintenance organization approved under RA 4800-4849 (MRP Part 145), being an organization with more than about 500 maintenance staff, will most likely have a dedicated quality audit group, whose sole function is to conduct audits, raise finding reports and follow up to check that findings are being rectified.

b. A medium-sized maintenance organization approved under RA 4800-4949 (MRP Part 145), being an organization with less than about 500 maintenance staff, may use competent personnel from one section/department not responsible for the production function, procedure or product to audit the section/department that is responsible, subject to the overall planning and implementation being under the control of the Quality Manager.

c. Small organizations with a maximum of 10 maintenance staff actively engaged in carrying out maintenance may contract the independent audit element of the quality system to another organization approved under RA 4800-4849 (MRP Part 145), or a suitably qualified and competent person.

49. The table at Annex A provides guidance on just one acceptable working ►outline◄ audit plan to meet part of the needs of RA 4815(3) (MRP 145.A.65(c)(a)). There are any number of other acceptable working audit plans.

The quality feedback system (AMOs only)

50. The principal function of the quality feedback system is to ensure that all findings resulting from the independent quality audits of the organization are properly investigated and corrected in a timely manner and to enable the Accountable Manager (Maintenance) to be kept informed of any safety issues and the extent of compliance with RA 4800-4849 (MRP Part 145).

51. A key part of this feedback system is sending the independent quality audit reports to the relevant department(s) for rectification action giving target rectification dates. Rectification dates may be discussed with such department(s) before the quality department or nominated quality auditor confirms such dates in the report.



►This Annex has been substantially re-written; for clarity no change marks are presented – please read the Annex in entirety.◄

ANNEX A

EXAMPLE OUTLINE AUDIT PLAN (AMOs only)

1. The example outline audit plan at Table A-1 lists the subject matter that will be covered by the audit; its applicability to the various types of workshops and aircraft facilities will have to be assessed. The list will therefore be tailored for the particular situation and more than one list may be necessary.

2. Each list will need to be shown against a timetable to indicate when the particular item is scheduled for audit and when the audit was completed.

Table A-1. Example Outline Audit Plan.

ITEM Sub-Item HANGAR ENGINE WORKSHOP

MECH WORKSHOP

AVIONIC WORKSHOP

RA 4800 (MRP Part-145) RA 4800(1) RA 4801 (MRP 145.A.01) RA 4801(2) RA 4802 (MRP 145.A.10) RA 4802(1) RA 4803 (MRP 145.A.15) RA 4803(1) RA 4804 (MRP 145.A.20) RA 4804(1)

RA 4805 (MRP 145.A.25)

RA 4805(1) RA 4805(2) RA 4805(3) RA 4805(4)

RA 4806 (MRP 145.A.30)

RA 4806(1) RA 4806(2) RA 4806(3) RA 4806(4) RA 4806(5) RA 4806(6) RA 4806(7) RA 4806(8) RA 4806(9) RA 4806(10)

RA 4807 (MRP 145.A.35)

RA 4807(1) RA 4807(2) RA 4807(3) RA 4807(4) RA 4807(5) RA 4807(6) RA 4807(7) RA 4807(8) RA 4807(9) RA 4807(10) RA 4807(11) RA 4807(12) RA 4807(13)

RA 4808 (MRP 145.A.40) RA 4808(1) RA 4808(2)

RA 4809 (MRP 145.A.42)

RA 4809(1) RA 4809(2) RA 4809(3) RA 4809(4)

RA 4810 (MRP 145.A.45)

RA 4810(1) RA 4810(2) RA 4810(3) RA 4810(4) RA 4810(5) RA 4810(6) RA 4810(7)

RA 4811 (MRP 145.A.47) RA 4811(1) RA 4811(2) RA 4811(3)

RA 4812 (MRP 145.A.50)

RA 4812(1) RA 4812(2) RA 4812(3) RA 4812(4) RA 4812(5)




MECH WORKSHOP

AVIONIC WORKSHOP

RA 4813 (MRP 145.A.55) RA 4813(1) RA 4813(2) RA 4813(3)

RA 4814 (MRP 145.A.60) RA 4814(1) RA 4814(2) RA 4814(3)

RA 4815 (MRP 145.A.65) RA 4815(1) RA 4815(2) RA 4815(3)

RA 4816 (MRP 145.A.70)

RA 4816(1) RA 4816(2) RA 4816(3) RA 4816(4)

RA 4817 (MRP 145.A.75) RA 4817(1) RA 4818 (MRP 145.A.80) RA 4818(1) RA 4819 (MRP 145.A.85) RA 4819(1)

RA 4820 (MRP 145.A.90) RA 4820(1) RA 4820(2)

RA 4821 (MRP 145.A.95) RA 4821(3) MOE Part 2.1 MOE Part 2.2 MOE Part 2.3 MOE Part 2.4 MOE Part 2.5 MOE Part 2.6 MOE Part 2.7 MOE Part 2.8 MOE Part 2.9

MOE Part 2.10 MOE Part 2.11 MOE Part 2.12 MOE Part 2.13 MOE Part 2.14 MOE Part 2.15 MOE Part 2.16 MOE Part 2.17 MOE Part 2.18 MOE Part 2.19 MOE Part 2.20 MOE Part 2.21 MOE Part 2.22 MOE Part 2.23 MOE Part 2.24 MOE Part 2.25 MOE Part 2.26 MOE Part 2.27 MOE Part 2.28 MOE Part L2.1 MOE Part L2.2 MOE Part L2.3 MOE Part L2.4 MOE Part L2.5 MOE Part L2.6 MOE Part L2.7 MOE Part 3.1 MOE Part 3.2 MOE Part 3.3 MOE Part 3.4 MOE Part 3.5 MOE Part 3.6 MOE Part 3.7 MOE Part 3.8 MOE Part 3.9

MOE Part 3.10 MOE Part 3.11




MECH WORKSHOP

AVIONIC WORKSHOP

MOE Part 3.12 MOE Part 3.13 MOE Part 3.14



RA 4816 - Maintenance Organization Exposition (MRP 145.A.70) - Approved Maintenance Organizations only

Rationale In order to obtain MAA approval, the contractor-run organization must submit an Maintenance Organization Exposition (MOE) that defines the requested scope of approval and the procedures to which they will adhere to in order to meet the requirements set by the RA 4800-4849 (MRP Part 145) series of regulations.

Contents 4816(1): Content of an MOE (MRP 145.A.70(a)) 4816(2): Amendment of an MOE (MRP 145.A.70(b)) 4816(3): Minor Amendment of an MOE (MRP 145.A.70(c)) 4816(4): Exemption to Content of MOE due to European Aviation Safety Agency (EASA) Part 145 Approval (MRP 145.A.70(d))

Regulation 4816(1)

Content of an MOE (MRP 145.A.70(a)) 4816(1) The contractor-run organization shall provide the MAA with

an MOE, containing the following information: a. A statement signed by the Accountable Manager

(Maintenance) (AM(M)) confirming that the MOE and any referenced associated manuals define the organization's compliance with RA 4800-4849 (MRP Part 145) and will be complied with at all times. When the AM(M) is not the Chief Executive Officer of the organization, then such Chief Executive Officer shall countersign the statement.

b. The organization's Safety and Quality Policy, as specified by RA 4815 (MRP 145.A.65).

c. The title(s) and name(s) of the persons nominated under RA 4806(2) (MRP 145.A.30(b)).

d. The duties and responsibilities of the persons nominated under RA 4806(2) (MRP 145.A.30(b)), including matters on which they may deal directly with the MAA on behalf of the organization.

e. An organization chart showing associated chains of responsibility between the persons nominated under RA 4806(2) (MRP 145.A.30(b)).

f. A list of certifying staff and support staff. g. A general description of manpower resources. h. A general description of the facilities located at each

address specified in the organization's approval certificate.

i. A specification of the organization's scope of work relevant to the extent of approval.

j. The notification procedure of RA 4819 (MRP 145.A.85) for organization changes.

k. The MOE amendment procedure. l. The procedures and quality system established by the



Regulation 4816(1)

organization under RA 4805 (MRP 145.A.25) to RA 4820 (MRP 145.A.90).

m. A list of operators, to which the organization provides an aircraft maintenance service.

n. A list of sub-contracted organizations, where applicable, as specified in RA 4817(1)(b) (MRP 145.A.75(a)(b)).

o. A list of line stations, where applicable, as specified in RA 4817(1)(d) (MRP 145.A.75(a)(d)).

p. A list of contracted organizations, where applicable.


Content of an MOE (MRP 145.A.70(a)) 1. If the MOE is split into several documents or data files, as detailed in the Guidance Material below, the management part of said exposition should contain a clear cross-reference to such documents or electronic data files.

2. The exposition should contain the information, as applicable, specified in Annex A. The information may be presented in any subject order so long as all applicable subjects are covered. Where an organization uses a different format, for example, to allow the exposition to serve for more than one approval, then the exposition should contain an Annex to explain where in the exposition the subject matter can be found. Small maintenance organizations may combine the various items to form a simple exposition more relevant to their needs.

3. While Electronic Data Processing (EDP) may be used for publication of the MOE, the MOE should be made available to the MAA in a form acceptable to the MAA. Attention should be paid to the compatibility of EDP publication systems with the necessary dissemination of the MOE, both internally and externally.

4. Where a separate procedures manual is used to support the MOE, the organization should specify in the MOE who is responsible for amending the manual, particularly in the case where there are several parts. ► A copy of the procedures manual should be provided in a format agreed with the MAA1.◄

5. If an organization has existing MAA approval against a different part of the MRP, and that approval required the submission of an exposition, the submission of a supplement to detail the differences required for RA 4800-4849 (MRP Part 145) approval will suffice; however, that supplement should have an index showing where those parts missing from the supplement are covered.


Content of an MOE (MRP 145.A.70(a)) 6. The MOE is the document or documents that contain the material specifying the scope of work deemed to constitute approval and showing how the organization intends to comply with RA 4800-4849 (MRP Part 145). ►In producing the MOE the organization must be aware of the meaning of Rationale, Regulation, Acceptable Means of Compliance (AMC) and Guidance Material (GM) as defined within MAA01, and understand the exceptions process described in MAA03.◄

7. RA 4816(1)(a) to (k) (MRP 145.A.70(a)(a) to (k)), constitutes the 'management' part of the MOE and therefore may be produced as one document and made available to the person(s) specified under RA 4806(2) (MRP 145.A.30(b)), in order for them to be familiar with its contents.

8. RA 4816(1)(f) (MRP 145.A.70 (a)(f)), list of certifying and support staff, may be produced as a separate document.

9. RA 4816(1)(l) (MRP 145.A.70 (a)(l)), constitutes the working procedures of the

1 ►Preferrably MS Word or PDF. Contact [email protected] for further information.◄





organization and therefore may be produced as any number of separate procedures manuals provided they are cross-referenced from the management MOE.

10. Personnel are expected to be familiar with those parts of the manuals that are relevant to the maintenance work they carry out.

11. The AM(M)’s exposition statement as specified under RA 4816(1)(a) (MRP 145.A.70 (a)(a)), must embrace the intent of the following clause; this statement may be used without amendment. Any modification to the statement must not alter the intent:

This exposition and any associated referenced manuals defines the organization and procedures upon which the MAA RA 4800-4849 (MRP Part 145) approval is based as required by RA 4816 (MRP 145.A.70). These procedures are approved by the undersigned and should be complied with, as applicable, when work/orders are being progressed under the terms of the RA 4800-4849 (MRP Part 145) approval.

It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published by the MAA from time to time where these new or amended regulations are in conflict with these procedures.

It is understood that the MAA will approve this organization whilst the MAA is satisfied that the procedures are being followed and work standards maintained. It is further understood that the MAA reserves the right to suspend, limit or revoke the approval of the organization if the MAA has evidence that procedures are not followed or standards not upheld.

Signed . . . . . . . . . . . . . . . . . . . . . . . . . .

Dated . . . . . . . . . . . . . . . . . . . . . . . . . . .

Accountable Manager (Maintenance) and . . . . . . [quote position] . . . . . . . . . . . . . . . . . .

For and on behalf of . . . . . . [quote organization’s name] . . . . . . . . . . . . .

12. Whenever the AM(M) changes it is important to ensure that the new AM(M) signs the statement detailed at Paragraph 11 (or alternative) at the earliest opportunity. Failure to carry out this action could invalidate the RA 4800-4849 (MRP Part 145) approval.

13. An MOE template can be downloaded from the Maintenance Approved Organization Scheme (MAOS) page on the MAA website.

14. ►The compliance matrix detailed at Annex A paragraph 3.15 is an essential part of the MOE that must be presented in the format contained within Annex B to this regulation.◄

Regulation 4816(2)

Amendment of an MOE (MRP 145.A.70(b)) 4816(2) The exposition shall be amended as necessary to remain an

up-to-date description of the Approved Maintenance Organizations (AMO). The exposition and any subsequent amendment shall be approved by the MAA, with one exception stated at RA 4816(3) (MRP 145.A.70(c)).


Amendment of an MOE (MRP 145.A.70(b)) 15. The ►Quality Manager (QM)◄ should be responsible for monitoring the amendment of the MOE (unless otherwise agreed by the MAA), including associated procedures manuals and submission of the proposed amendments ►to the MAA.◄

16. ►The QM should submit an MAA Form 22 to request approval by the MAA of amendments to the MOE.◄

2 ►MAA Form 2 can be found at the following link: https://www.gov.uk/government/publications/maintenance-approved-organization-scheme-maos◄







Amendment of an MOE (MRP 145.A.70(b)) 17. Nil.

Regulation 4816(3)

Minor Amendment of an MOE (MRP 145.A.70(c)) 4816(4) In derogation to RA 4816(2) (MRP 145.A.70(b)), minor

amendments to the MOE may be approved without specific MAA approval; the process for incorporating such amendments shall be detailed in the MOE.


Minor Amendment of an MOE (MRP 145.A.70(c)) 18. This procedure, if required, should be contained within the amendment section of the MOE and define the type of amendments to which it may be applied.


Minor Amendment of an MOE (MRP 145.A.70(c)) 19. The approval of amendments to the MOE through an exposition procedure is known as ‘Indirect Approval’.

Regulation 4816(4)

Exemption to Content of MOE due to EASA Part 145 Approval (MRP 145.A.70(d)) 4816(4) A maintenance organization with extant EASA Part 145

approval, which wishes to be granted an exemption to specific MOE content, shall cross-reference the appropriate sections of their EASA exposition document in their MOE.


Exemption to Content of MOE due to EASA Part 145 Approval (MRP 145.A.70(d)) 20. MOE content covered by the read across of sections from the EASA exposition document should be identified in the MOE, with reference to the corresponding EASA document Clause.

21. All military-specific content should be addressed in the MOE, as required by RA 4816(1) (MRP 145.A.70(a)).


Exemption to Content of MOE due to EASA Part 145 Approval (MRP 145.A.70(d)) 22. Where a maintenance organization has an extant EASA Part 145 approval, those parts of the organization’s EASA Part 145 exposition that are equally applicable to satisfy the RA 4800-4849 (MRP Part 145) requirements will generally be accepted by the MAA as equivalent in respect of the RA 4800-4849 (MRP Part 145) exposition.

23. RA 4816(4) (MRP 145.A.70(d)) does not apply to those cases where the MAA has agreed for an organization to apply for an MRP Part 145 approval in accordance with the MRP Part 145 Supplement - Requirements Document.



ANNEX A

MAINTENANCE ORGANIZATION EXPOSITION (MOE) CONTENT

Part 0 – General Organization

This section is reserved for:

0.1 A maintenance organization seeking approval under RA 4800-4849 (MRP Part 145), which is also an operator (eg in the case of a ‘line’ maintenance organization).

0.2 An Original Equipment Manufacturer (OEM) seeking approval as a maintenance organization under RA 4800-4849 (MRP Part 145). Among other organizational aspects, the OEM should also illustrate how the maintenance organization will be independent from the OEM’s design and production/engineering organizations.

Part 1 – Management

1.1 Corporate commitment by the Accountable Manager (Maintenance).

1.2 Safety and Quality Policy.

1.3 Management personnel.

1.4 Duties and responsibilities of the management personnel.

1.5 Management organization chart.

1.6 List of certifying staff and support staff.

1.7 Manpower resources.

1.8 General description of the facilities at each address intended to be approved.

1.9 Organization’s intended scope of work.

1.10 Notification procedure to the MAA regarding changes to the organization's activities/approval/location/personnel.

1.11 Exposition amendment procedures including, if applicable, delegated procedures.

Part 2 – Maintenance Procedures

2.1 Supplier evaluation and subcontract control procedure.

2.2 Acceptance/inspection of aircraft components and material from outside contractors.

2.3 Storage, tagging and release of aircraft components and material to aircraft maintenance.

2.4 Acceptance of tools and equipment.

2.5 Calibration of tools and equipment.

2.6 Use of tooling and equipment by staff (including alternate tools).

2.7 Cleanliness standards of maintenance facilities.

2.8 Maintenance instructions and relationship to aircraft/aircraft component manufacturers' instructions, including updating and availability to staff.

2.9 Repair procedure.

2.10 Aircraft maintenance programme compliance.

2.11 Procedure for complying with Special Instructions (Technical) and Airworthiness Directives, as applicable.

2.12 Optional modification procedure.

2.13 Maintenance documentation in use and completion of same.

2.14 Technical record control.

2.15 Rectification of faults arising during maintenance.

2.16 The procedure for endorsing the Certification of Aircraft/Component Release or issuing a Certificate of Maintenance.

2.17 Records for the MOD.



2.18 Reporting of faults to the Type Airworthiness Authority (TAA)/Continuing Airworthiness Management Organization (CAMO).

2.19 Return of faulty aircraft components to store.

2.20 Faulty components to outside contractors.

2.21 Control of computer maintenance record systems.

2.22 Control of man-hour planning versus scheduled maintenance work.

2.23 Control of critical tasks.

2.24 Reference to specific maintenance procedures such as:

2.24.1 Engine running procedures.

2.24.2 Aircraft pressure run procedures.

2.24.3 Aircraft towing procedures.

2.24.4 Aircraft taxiing procedures.

2.25 Procedures to detect and rectify maintenance errors.

2.26 Shift/task handover procedures.

2.27 Procedures for notification of technical information/maintenance data inaccuracies and ambiguities, to the TAA/CAMO.

2.28 Maintenance planning procedures.

Part L2 – Additional Line Maintenance Procedures

L2.1 Line maintenance control of aircraft components, tools, equipment etc.

L2.2 Line maintenance procedures related to servicing/fuelling/de-icing etc.

L2.3 Line maintenance control of faults and repetitive faults.

L2.4 Line procedure for completion of technical log.

L2.5 Line procedure for pooled parts and loan parts.

L2.6 Line procedure for return of faulty parts removed from aircraft.

L2.7 Line procedure control of critical tasks.

Part 3 – Quality System Procedures

3.1 Quality audit of organization procedures.

3.2 Quality audit of aircraft and/or components.

3.3 Quality audit remedial action procedure.

3.4 Certifying staff and support staff qualification and training procedures.

3.5 Certifying staff and support staff records.

3.6 Quality audit personnel.

3.7 Qualifying inspectors.

3.8 Qualifying mechanics.

3.9 Aircraft or aircraft component maintenance tasks exemption process control.

3.10 Concession control for deviation from organization’s procedures.

3.11 Qualification procedure for specialized activities such as NDT, welding, etc.

3.12 Control of manufacturers’ and other maintenance working teams.

3.13 Human Factors training procedure.

3.14 Competence assessment of personnel.

3.15 Compliance matrix.

Part 4

4.1 Contracted operators.



4.2 Operator procedures and paperwork.

4.3 Operator record completion.

Part 5

5.1 Sample of documents.

5.2 List of sub-contractors as per RA 4817(1)(b) (MRP 145.A.75(a)(b)).

5.3 List of line maintenance locations as per RA 4817(1)(d) (MRP 145.A.75(a)(d)).

5.4 List of contracted organizations as per RA 4816(1)(p) (MRP 145.A.70(a)(p)).

Part 6 – Operator’s Maintenance Procedures

This section is reserved for those maintenance organizations approved under RA4800-4849 (MRP Part 145) who are also operators.

Part 7 – Not used

Part 8 – Not used



►This Annex has been added; no change marks are used - please read in its entirety◄

ANNEX B

MANDATORY MOE COMPLIANCE MATRIX FORMAT

1. The following matrix is a tool to assist the Contractor to demonstrate compliance with the RA 4800 series (MRP Part 145), including evidence of the MAA acceptance of any Alternative Acceptable Means of Compliance (AAMC), Waiver or Exemption and must be populated as follows:

(a) MOE Reference: Detail the article(s) within the organization’s MOE that pertain to the RA and/or sub RAs that, when followed, ensure full compliance with the regulations. (b) Applicable Procedures: Where the MOE refers to a procedure, the procedure is to be listed. (c) AMC Compliance Status: State whether the AMC has been adopted to demonstrate compliance with the regulation. If an AAMC/Waiver/Exemption has been granted this should be listed.

Table 1. Compliance Matrix Mandatory Format.

RA Number RA Description SUB RA MOE REFERENCE APPLICABLE PROCEDURES AMC adopted YES/NO or AAMC/WAIVER/EXEMPTION Ref

RA 4800 General Requirements (MRP Part 145)

RA 4800(1)

RA 4801 General Definitions (MRP 145.A.01) RA 4801(2)

RA 4802 Scope of the MRP Part 145 (MRP 145.A.10)

RA 4802(1)

RA 4803 Application for Approval (MRP 145.A.15)

RA 4803(1)

RA 4804 Terms of Approval (MRP 145.A.20) RA 4804(1)

RA 4805

Facility Requirements (MRP 145.A.25)

RA 4805(1) RA 4805(2) RA 4805(3) RA 4805(4)

RA 4806

Personnel Requirements (MRP 145.A.30)

RA 4806(1) RA 4806(2) RA 4806(3) RA 4806(4) RA 4806(5) RA 4806(6) RA 4806(7) RA 4806(8)




RA 4806(9) RA 4806(10)

RA 4807

Certifying Staff and Support Staff (MRP 145.A.35)

RA 4807(1) RA 4807(2) RA 4807(3) RA 4807(4) RA 4807(5) RA 4807(6) RA 4807(7) RA 4807(8) RA 4807(9)

RA 4807(10) RA 4807(11) RA 4807(12) RA 4807(13)

RA 4808 Equipment Tools and Material (MRP 145.A.40)

RA 4808(1) RA 4808(2)

RA 4809

Acceptance of Components (MRP 145.A.42)

RA 4809(1) RA 4809(2) RA 4809(3) RA 4809(4)

RA 4810

Technical Information (MRP 145.A.45)

RA 4810(1) RA 4810(2) RA 4810(3) RA 4810(4) RA 4810(5) RA 4810(6) RA 4810(7)

RA 4811 Maintenance Planning (MRP 145.A.47)

RA 4811(1) RA 4811(2) RA 4811(3)

RA 4812

Certification of Aircraft and Component Release (MRP 145.A.50)

RA 4812(1) RA 4812(2) RA 4812(3) RA 4812(4) RA 4812(5) RA 4812(6)

RA 4813 Maintenance Records (MRP 145.A.55)

RA 4813(1) RA 4813(2) RA 4813(3)




RA 4814)

Occurrence Reporting (MRP 145.A.60)

RA 4814(1) RA 4814(2) RA 4814(3) RA 4814(4) RA 4814(5)

RA 4815

Maintenance Procedures and Safety and Quality Policy (MRP 145.A.65)

RA 4815(1) RA 4815(2) RA 4815(3)

RA 4816

Maintenance Organization Exposition (MOE) (MRP 145.A.70)

RA 4816(1) RA 4816(2) RA 4816(3) RA 4816(4)

RA 4817 Privileges of the Organization (MRP 145.A.75)

RA 4817(1)

RA 4818 Limitations on the Organization (MRP 145.A.80)

RA 4818(1)

RA 4819 Changes to the Organization (MRP 145.A.85)

RA 4819(1)

RA 4820 Continued Validity of Approval (MRP 145.A.90)

RA 4820(1) RA 4820(2)

RA 4821 Findings (MRP 145.A.95)

RA 4821(1) RA 4821(2) RA 4821(3)



RA 4817 - Privileges of the Organization (MRP 145.A.75)

Rationale This RA details the entitled tasks that may be carried out by ►a Military Maintenance Organization (MMO) and those that may be carried out by an Approved Maintenance Organization (AMO)◄ subject to MAA approval under RA4800-4849 (MRP Part 145).

Contents 4817(1): Privileges of the Organization (MRP 145.A.75(a))

Regulation

4817(1)

Privileges of the Organization (MRP 145.A.75(a)) 4817(1) ►An MMO shall be entitled to maintain any aircraft and/or

component for which it has been established to do so by the relevant Front Line Command.◄

►An AMO◄ shall be entitled to carry out the following tasks ►in accordance with the exposition:◄

(a) Maintain any aircraft and/or component for which it is approved at the locations identified in the approval certificate and in the exposition.

(b) Arrange for maintenance of any aircraft or component, for which it is approved, at another organization that is working under the quality system of the ►AMO◄. This work scope for the non-approved organization shall not include a base maintenance check (or equivalent maintenance package) of an aircraft or a complete workshop maintenance check or overhaul of an engine or engine module.

(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 un-serviceability of the aircraft or from the necessity of supporting occasional line maintenance, subject to the conditions specified in the exposition.

(d) Maintain any aircraft and/or component for which it is approved at a location identified as a line maintenance location capable of supporting applicable maintenance and only if the organization exposition both permits such activity and lists such locations.

(e) Issue certificates of maintenance/release in respect of completion of maintenance in accordance with RA4812 (MRP 145.A.50).


4817(1)

Privileges of the Organization (MRP 145.A.75(a)) ►Common AMC◄

1. ►Nil.◄


2. ►Maintenance activity carried out by an MMO should be conducted under the control of the relevant Continuing Airworthiness Management Organization (CAMO),




4817(1)

who will be exercising their responsibility in accordance with RA 4947(1).◄


3. When maintenance is carried out under the subcontract control system it means that, for the duration of such maintenance, the RA4800-4849 (MRP Part 145) approval has been temporarily extended to include the subcontractor. It therefore follows that those parts of the subcontractor’s facilities, personnel and procedures involved with the ►AMO’s◄ products undergoing maintenance should meet RA4800-4849 (MRP Part 145) requirements for the duration of that maintenance and it remains the organization’s responsibility to ensure such requirements are satisfied.

4. The ►AMO◄ is not required to have complete facilities for maintenance that it needs to subcontract, but it should have its own expertise to determine that the subcontractor meets the necessary standards. However, an organization cannot be approved unless it has the in-house facilities, procedures and expertise to carry out the majority of maintenance for which it wishes to be approved in terms of the number of class ratings.

5. To be appropriately approved to subcontract, the organization should have a procedure for the control of such subcontractors, as follows:

a. A pre-audit procedure should be established whereby the ►AMO’s◄ subcontract control section, which may also be the RA4815(2) (MRP 145.A.65 (b)) quality system independent audit section, carry out an audit of the prospective subcontractor to determine whether those services of the subcontractor that it wishes to use meets the intent of RA4800-4849 (MRP Part 145).

b. The ►AMO◄ should assess to what extent it will use the subcontractor’s facilities.

c. Unless the subcontracted maintenance work can be fully inspected on receipt by the ►AMO◄ the organization should supervise the inspection and release from the subcontractor. Such activities should be fully described in the ►AMO’s◄ procedure. The ►AMO◄ will need to consider whether to use its own staff or authorize the subcontractor's staff.

d. The certification of maintenance release should always be endorsed ►under the AMO’s approval reference.◄

e. The subcontract control procedure should record audits of the subcontractor, have a corrective action follow up plan and know when subcontractors are being used. The procedure should include a clear revocation process for subcontractors who do not meet the ►AMO’s◄ requirements.

f. The ►AMO’s◄ quality audit staff should audit the subcontract control section and sample audit subcontractors unless this task is already carried out by the quality audit staff as stated in Paragraph 5a.

g. The contract between the ►AMO◄ and the subcontractor should contain a provision for MAA staff to have right of access to the subcontractor.

Guidance Material

4817(1)

Privileges of the Organization (MRP 145.A.75(a)) ►Common GM◄

6. ►Nil.◄


7. ►MMOs may conduct relevant aircraft and/or component maintenance at any location determined appropriate by the relevant Front Line Command, subject to facilities meeting the requirements of RA4805 (MRP 145.A.25), where applicable.◄



Guidance Material

4817(1)

►Additional GM – AMOs only◄

8. With reference to RA4817(1)(b) (MRP 145.A.75(a)(b)), ‘working under the quality system of ►the AMO’s◄ refers to the case of one organization, not itself appropriately approved under RA4800-4849 (MRP Part 145) that carries out one (or more) of the following services for an ►AMO:◄

a. Aircraft line maintenance.

b. Minor engine maintenance.

c. Maintenance of other aircraft components.

d. A specialized service as a subcontractor.

9. Any ►AMO◄ that carries out maintenance for another ►AMO◄ within its own approval scope is not considered to be subcontracting for the purpose of RA4817(1) (MRP 145.A.75(a)).

10. Maintenance of engines or engine modules other than a complete workshop maintenance check or overhaul is intended to mean any maintenance that can be carried out without disassembly of the core engine or, in the case of modular engines, without disassembly of any core module.

11. The fundamental reasons for allowing an ►AMO◄ to subcontract certain maintenance tasks are:

a. To permit the acceptance of specialized maintenance services, such as, but not limited to, plating, heat treatment, plasma spray, fabrication of specified parts for minor repairs / modifications, etc., without the need for direct approval by the MAA in such cases.

b. To permit the acceptance of aircraft maintenance up to, but not including, a base maintenance check (or equivalent), as specified in RA4817(1)(b) (MRP 145.A.75(a)(b)), by organizations not appropriately approved under RA4800-4849 (MRP Part 145) when it is unrealistic to expect direct approval by the MAA. The MAA will determine when it is unrealistic but in general it is considered unrealistic if only one or 2 organizations intend to use the subcontracted organization.

c. To permit the acceptance of component maintenance.

d. To permit the acceptance of engine maintenance up to, but not including, a workshop maintenance check or overhaul of an engine or engine module as specified in RA4817(1)(b) (MRP 145.A.75(a)(b)), by organizations not appropriately approved under RA4800-4849 (MRP Part 145) when it is unrealistic to expect direct approval by the MAA. The determination of unrealistic is as per Paragraph ►11b.◄

12. The ►AMO◄ may find it necessary to include several specialist subcontractors to enable it to be approved to completely certify the maintenance of a particular product. Examples could be specialist welding, electro-plating, painting etc. To authorize the use of such subcontractors, the MAA will need to be satisfied that the ►AMO◄ has the necessary expertise and procedures to control such subcontractors.

13. An ►AMO◄ working outside the scope of its approval schedule is deemed to be not approved. Such an organization must, in this circumstance, operate only under the subcontract control of another ►AMO.◄

14. Authorization to subcontract is indicated by the MAA accepting the maintenance organization exposition containing a specific procedure on the control of subcontractors.

15. In relation to Paragraph ►5b,◄ the ►AMO◄ will generally require its own paperwork, approved data and material/spare parts to be used, but it could permit the use of tools, equipment and personnel from the subcontractor as long as such tools, equipment and personnel meet the requirements of RA 4800-4849 (MRP Part 145). In the case of subcontractors who provide specialized services, it may, for practical reasons, be necessary to use their specialized services personnel, approved data and material, subject to acceptance by the ►AMO.◄



Guidance Material

4817(1)

16. The certification of maintenance release may be endorsed either at the subcontractor or at the organization facility by staff issued a certification authorization in accordance with RA 4806 (MRP 145.A.30), as appropriate, by the ►AMO.◄ Such staff would normally come from the ►AMO◄ but may otherwise be a person from the subcontractor who meets the ►AMO’s◄ certifying staff standard, which itself is approved by the MAA via the Maintenance Organization Exposition.



RA 4818 - Limitations on the Organization (MRP 145.A.80) ►- Approved Maintenance Organizations (AMOs) only◄

Rationale This RA is intended to cover the situation where the larger ►AMO◄ may temporarily not hold all the necessary tools, equipment etc., for an aircraft type or variant specified in the organization's approval.

Contents 4818(1): Limitations on the Organization (MRP 145.A.80(a))

Regulation 4818(1)

Limitations on the Organization (MRP 145.A.80(a)) 4818(1) ►An AMO◄ shall only maintain an aircraft or component for

which it is approved when all the necessary facilities, equipment, tooling, material, ►technical Information/maintenance data◄ and certifying staff are available.


Limitations on the Organization (MRP 145.A.80(a)) 1. Nil.


Limitations on the Organization (MRP 145.A.80(a)) 2. This RA means that the MAA need not amend the approval to delete the aircraft type or variants on the basis that it is a temporary situation and there is a commitment from the ►AMO◄ to re-acquire tools, equipment, etc before maintenance on the type may recommence.






RA 4819 - Changes to the Organization (MRP 145.A.85) ►- Approved Maintenance Organizations (AMOs) only◄

Rationale The primary purpose of this clause is to enable the ►AMO◄ to remain approved, if agreed by the MAA, during negotiations about any of the specified changes. Without this Clause, the approval would automatically be suspended in all cases.

Contents 4819(1): Changes to the Organization (MRP 145.A.85(a))

Regulation 4819(1)

Changes to the Organization (MRP 145.A.85(a)) 4819(1) The ►AMO◄ shall notify the MAA of any proposal to carry

out any of the following changes in order for the MAA to determine continued compliance with RA4800-4849 (MRP Part 145) and to amend, if necessary, the approval certificate: (a) The ownership of the organization or its parent

company. (b) The name of the organization. (c) The relationship with the design organization. (d) The main location of the organization. (e) Additional locations of the organization. (f) The Accountable Manager ►(Maintenance).◄ (g) Any of the persons nominated under RA4806(2) (MRP

145.A.30(b)). (h) The facilities, equipment, tools, material, procedures,

work scope or certifying staff that could affect the approval.


Changes to the Organization (MRP 145.A.85(a)) 1. Notification should occur before such changes take place, except in the case of proposed changes in personnel not known to the management beforehand; these changes should be notified at the earliest opportunity.


Changes to the Organization (MRP 145.A.85(a)) 2. Nil.






RA 4820 - Continued Validity of Approval (MRP 145.A.90) - Approved Maintenance Organizations (AMOs) only

Rationale This RA determines the duration of an approval in accordance with the RA4800-4849 (MRP Part 145) series to an AMO and actions to be carried out by the AMO on surrender, suspension or revocation of such approval.

Contents 4820(1): Continued Validity of Approval (MRP 145.A.90(a))

4820(2): Approval Surrender, Suspension or Revocation (MRP 145.A.90(b))

Regulation 4820(1)

Continued Validity of Approval (MRP 145.A.90(a)) 4820(1) An approval shall be issued for an unlimited duration. It

shall remain valid subject to:

a. The organization remaining in compliance with RA4800-4849 (MRP Part 145), in accordance with the provisions related to the handling of findings; and

b. The MAA being granted access to the organization to determine continued compliance with RA4800-4849 (MRP Part 145); and

c. The approval certificate not being surrendered, suspended or revoked.


Continued Validity of Approval (MRP 145.A.90(a)) 1. Organizations should confirm in writing at least every 3 years and prior to any formal MAA surveillance ►audit◄ that the contents of their approval certificate and exposition remain valid. Failure to provide the required confirmation may result in the suspension of the approval.

2. Organizations that do not exercise the privileges of their approval within a 2 year period should surrender the approval unless a contractual requirement for its retention can be demonstrated.


Continued Validity of Approval (MRP 145.A.90(a)) 3. ►The 3 year period, detailed within RA 4820(1) AMC paragraph 1, commences from whichever is the later date of either initial approval or last formal MAA surveillance audit. The confirmation of continued validity must be sent in writing to MAA Head of Oversight and Approvals (O&A) for action.◄

Regulation 4820(2)

Approval Surrender, Suspension or Revocation (MRP 145.A.90(b))

4820(2) Upon surrender, suspension or revocation, the approval certificate shall be returned to the MAA.


Approval Surrender, Suspension or Revocation (MRP 145.A.90(b))4. Nil.




Approval Surrender, Suspension or Revocation (MRP 145.A.90(b)) 5. Nil.



RA 4821 - Findings (MRP 145.A.95) ►- Approved Maintenance Organizations (AMOs) only◄

Rationale Following audit, it is essential that any findings are appropriately addressed so that the ►AMO◄ remains in compliance with RA4800-4849 (MRP Part 145).

Contents 4821(1): Not Used (MRP 145.A.95(a)) 4821(2): Not Used (MRP 145.A.95(b)) 4821(3): Corrective Action Plan (MRP 145.A.95(c))

Regulation 4821(1)

Not Used (MRP 145.A.95(a)) 4821(1) Not used.


Not Used (MRP 145.A.95(a)) 1. Nil.


Not Used (MRP 145.A.95(a) 2. Nil.

Regulation 4821(2)

Not Used (MRP 145.A.95(b)) 4821(2) Not used.


Not Used (MRP 145.A.95(b)) 3. Nil.


Not Used (MRP 145.A.95(b)) 4. Nil.

Regulation 4821(3)

Corrective Action Plan (MRP 145.A.95(c)) 4821(3) After receipt of notification of findings from the MAA, the

►AMO◄ shall define a corrective action plan and demonstrate corrective action to the satisfaction of the MAA within a period agreed.


Corrective Action Plan (MRP 145.A.95(c)) 5. Nil.




Corrective Action Plan (MRP 145.A.95(c)) 6. There are 2 levels of findings:

a. A Level 1 finding is any significant non-compliance with RA4800-4849 (MRP Part 145) requirements, which lowers the safety standard and presents a serious hazard to ►Air Safety.◄

b. A Level 2 finding is any non-compliance with RA4800-4849 (MRP Part 145) requirements, which could lower the safety standard and possibly present a hazard to ►Air Safety.◄



►RA withdrawn in toto◄

RA 4825 - Procedures for the Competent Authority (MRP 145.B)

Rationale ►◄

Contents 4825(1): ►Withdrawn in toto◄ 4825(2): ►Withdrawn in toto◄ 4825(3): ►Withdrawn in toto◄ 4825(4): ►Withdrawn in toto◄ 4825(5): ►Withdrawn in toto◄ 4825(6): ►Withdrawn in toto◄ 4825(7): ►Withdrawn in toto◄ 4825(8): ►Withdrawn in toto◄ 4825(9): ►Withdrawn in toto◄ 4825(10): ►Withdrawn in toto◄ 4825(11): ►Withdrawn in toto◄ 4825(12): ►Withdrawn in toto◄ 4825(13): ►Withdrawn in toto◄

Regulation 4825(1) 4825(2) 4825(3) 4825(4) 4825(5) 4825(6) 4825(7) 4825(8) 4825(9) 4825(10) 4825(11) 4825(12) 4825(13)

Procedures for the Competent Authority (MRP 145.B) 4825(1) Scope (MRP 145.B.01) ►Withdrawn in toto◄ 4825(2) Competent Authority (MRP 145.B.10) ►Withdrawn in toto◄ 4825(3) Organizations Located in Several Member States (MRP

145.B.15) ►Withdrawn in toto◄ 4825(4) Acceptable Means of Compliance (MRP 145.B.17)

►Withdrawn in toto◄ 4825(5) Initial Approval (MRP 145.B.20) ►Withdrawn in toto◄ 4825(6) Issue of Approval (MRP 145.B.25) ►Withdrawn in toto◄ 4825(7) Continuation of Approval (MRP 145.B.30) ►Withdrawn in

toto◄ 4825(8) Changes (MRP 145.B.35) ►Withdrawn in toto◄ 4825(9) Maintenance Organization Exposition (MOE) Amendments

(MRP 145.B.40) ►Withdrawn in toto◄ 4825(10) Revocation, Suspension and Limitation of Approval (MRP

145.B.45) ►Withdrawn in toto◄ 4825(11) Findings (MRP 145.B.50) ►Withdrawn in toto◄ 4825(12) Record Keeping (MRP 145.B.55) ►Withdrawn in toto◄ 4825(13) Exemptions (MRP 145.B.60) ►Withdrawn in toto◄



Acceptable Means of Compliance 4825(1) 4825(2) 4825(3) 4825(4) 4825(5) 4825(6) 4825(7) 4825(8) 4825(9) 4825(10) 4825(11) 4825(12) 4825(13)

Procedures for the Competent Authority (MRP 145.B) 1. ►Withdrawn in toto◄

Guidance Material 4825(1) 4825(2) 4825(3) 4825(4) 4825(5) 4825(6) 4825(7) 4825(8) 4825(9) 4825(10) 4825(11) 4825(12) 4825(13)

Procedures for the Competent Authority (MRP 145.B) 2. ►Withdrawn in toto◄



RA 4941 - Application - MRP Part M Sub Part G

Rationale Application to the MAA is required for ►Military Continuing Airworthiness Management Organization (Mil CAMO)◄ approval

Contents 4941(1): Application - MRP Part M Sub Part G

Regulation 4941(1)

Application - MRP Part M Sub Part G 4941(1) An application for issue or change of a ►Mil CAMO◄

approval shall be made to the MAA.


Application - MRP Part M Sub Part G 1. An application should be made on an MAA Form 2-►Mil CAMO◄ to become an MRP Part M Subpart G organization (►Mil CAMO◄).


Application - MRP Part M Sub Part G 2. ►◄

3. The requirement to use an MAA Form 2-►Mil CAMO◄ includes proposed changes to the ►Continuing Airworthiness Management Exposition.◄






►This RA has been substantially re-written; for clarity no change marks are presented - please read RA in entirety◄

RA 4943 - Continuing Airworthiness Management Exposition (CAME) - MRP Part M Sub Part G

Rationale The purpose of the CAME is to set forth the procedures, means and methods of the Military Continuing Airworthiness Management Organization (Mil CAMO). Compliance with its contents will assure compliance with regulatory requirements.

Contents 4943(1): Provision of the CAME 4943(2): CAME Approval

Regulation 4943(1) 4943(2)

Provision of the CAME 4943(1) The Mil CAMO shall provide a CAME to the MAA containing

the following information: a. A statement signed by the relevant Aviation Duty

Holder (DH) or Accountable Manager (Continuing Airworthiness) (AM(CAw)) defined in RA 10161 to confirm that the organization will work in accordance with (iaw) the Exposition at all times.

b. The organization’s scope of work. c. The titles and names of the Mil Continuing

Airworthiness Manager (Mil CAM), Deputy CAMs (DCAM) and Quality Manager (QM).

d. An organizational chart showing associated chains of responsibility within the Mil CAMO and linkage to the Aviation DH or Accountable Manager (Military Flying) (AM(MF)) and AM(CAw) defined in RA 10161.

e. A reference to a document listing Military Airworthiness Review (Mil AR) surveyors if applicable.

f. A general description and location of the facilities. g. Procedures specifying how the Mil CAMO ensures the

continuing airworthiness management of their aircraft and compliance with MRP Continuing Airworthiness regulations.

h. Reference to a list of all aircraft managed by the Mil CAMO noting serial number, type, and mark or build standard.

i. The CAME amendment procedure, iaw RA 4943(2). CAME Approval 4943(2) The Mil CAMO shall seek approval for the CAME, and any significant amendments to its contents, from the MAA.


Provision of the CAME 1. The CAME should comprise:

a. Part 0 - General organization

b. Part 1 - Continuing airworthiness procedures

1 RA 1016 – Continuing Airworthiness Responsibilities.



4943(2) Acceptable Means of Compliance 4943(1) 4943(2)

c. Part 2 - Quality system

d. Part 3 - Contracted maintenance

e. Part 4 – Mil AR procedures

2. Personnel should be familiar with those parts of the exposition that are relevant to their tasks.

3. The person responsible for monitoring and amending the CAME, including associated procedural manuals, and the submission of proposed amendments to the MAA, should be nominated by the Mil CAM and identified in the CAME.

4. Part 0 “General organization” of the CAME should include a corporate commitment by the Mil CAMO, signed by the Aviation DH or AM(CAw), confirming that the CAME and any associated manuals define the organization’s compliance with MRP Part M and will be complied with at all times.

5. The Aviation DH’s/AM(CAw)’s CAME statement should embrace the intent of the following paragraphs which may be used without amendment:

This exposition defines the organization and procedures upon which the Sub Part G Mil CAMO approval is based. These procedures are approved by the undersigned and should be complied with, as applicable, in order to ensure that all continuing airworthiness tasks of the . . . . (Quote Mil CAMO's name) . . . . fleet of aircraft are carried out on time to an approved standard.

It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published from time to time where these new or amended regulations are in conflict with these procedures.

It is understood that the MAA will approve this organization whilst the MAA is satisfied that the procedures are being followed and the work standard is maintained. It is understood that the MAA reserves the right to suspend, vary or revoke the Sub Part G Mil CAMO approval of the organization if the MAA has evidence that the procedures are not followed and the standards not upheld.

Signed . . . . . . . . . . . . . . . . . . .

Dated . . . . . . . . . . . . . . . . . . .

Aviation DH/AM(CAw) (as appropriate) and . . . (quote position) . . .

6. Whenever the Aviation DH/AM(CAw) is changed, the new Aviation DH/ AM(CAw) should sign the CAME statement at the earliest opportunity and within a time period not exceeding 30 days from changeover to avoid invalidation of the Mil CAMO approval.

7. The CAME should contain information as applicable to the platform, on how the Mil CAMO complies with military configuration control procedures for individual aircraft within its control.

CAME Approval 8. The Mil CAMO should seek approval for the following significant amendments to the CAME prior to enacting the change:

a. Changes to personnel listed in RA 4943(1)c and Aviation DH, AM(MF) or AM(CAw).

b. Mil CAMO becoming responsible for an additional aircraft type or mark.

c. Change of location of the Mil CAMO and/or aircraft support arrangements.

d. Change to CAME as a result of regulatory updates.

e. Other significant changes deemed appropriate by the Mil CAM.




Provision of the CAME 9. The Mil CAMO may use electronic data processing for publication of the CAME. The CAME must be made available to the MAA in a form acceptable to the MAA.

10. The CAME must define the organization’s scope of work in terms of achieving the requirements of MRP Part M (4900 series). The Mil CAMO facilities requirement may be defined by what is necessary to achieve these responsibilities.

11. The MAA website contains an example of an exposition layout, titled “Military Anybody's CAME”, which may be utilised as appropriate.

CAME Approval 12. Approval of the amendment procedure in the CAME may be taken as authorization of indirect approval of minor amendments to the CAME, ie those amendments not listed at AMC paragraph 8 above.

13. The approval by the MAA of the CAME, reference the list of name of Mil AR surveyor iaw RA 4943(1)e, constitutes their formal acceptance by the MAA and also their formal authorization by the organization.






►This RA has been substantially re-written; for clarity no change marks are presented - please read RA in entirety◄ RA 4945 - Personnel Requirements - MRP Part M Sub Part G

Rationale In order to contribute to the preservation of airworthiness all personnel working in a Military Continuing Airworthiness Management Organization (Mil CAMO) are required to be suitably qualified, experienced and, where appropriate, authorized to carry out their role

Contents 4945(1): Requirements for the Military Continuing Airworthiness Manager (Mil CAM) 4945(2): Qualification of Personnel

Regulation 4945(1) 4945(2)

Requirements for the Mil CAM 4945(1) The Mil CAM shall:

a. Either: (1) Where they are within a construct supporting an Aviation Duty Holder (DH) who has direct Air Safety Responsibility, be a Crown Servant; or,

(2) Where they are within a construct supporting a Defence Contractor Flying Organization approved in accordance with (iaw) RA 25011, have their appointment endorsed by the MAA through the submission and approval of an MAA Form 4.

b. Be responsible to the Aviation DH and/or Accountable Manager (Continuing Airworthiness) defined in RA 10162 and ensure that the organization is always in compliance with MRP Part M Sub Part G;

c. Be responsible for the management and oversight of all continuing airworthiness activities;

d. Be able to show relevant knowledge and appropriate experience related to aircraft continuing airworthiness.

Qualification of Personnel 4945(2) The Mil CAMO shall have sufficient suitably qualified and

experienced personnel for the expected work: a. The competence of all personnel involved in Mil

CAMO activities shall be assured by the Mil CAM and recorded;

b. The Mil CAM shall establish and control the continued competence of personnel involved in the Mil CAMO, Military Airworthiness Review and/or quality audits in accordance with a procedure and to a standard agreed by the MAA.

1 RA 2501 - Contractor Flying Approved Organization Scheme (CFAOS). 2 RA 1016 - Continuing Airworthiness Responsibilities




Requirements for the Mil CAM 1. The Mil CAM should have:

a. Practical experience and expertise in the application of air safety standards and safe operating practices in the continuing airworthiness environment.

b. A comprehensive knowledge of:

(1) Relevant operational requirements and procedures.

(2) The Aviations DH’s or Contractor Flying Organization’s aircraft operations and procedures.

(3) Quality systems.

c. Either:

(1) Have been a previous holder of Authority Level J and have had previous engineering experience in the Acquisition environment (air domain); or,

(2) Had five years relevant work experience of which at least two should be from the aeronautical industry in an appropriate position.

d. Engineering Council Professional Registration as a Chartered Engineer.

e. A thorough knowledge of the organization's Continuing Airworthiness Management Exposition.

f. Knowledge of the type(s) of aircraft for which responsibility is held gained through a formalised training course. Such courses should cover typical systems embodied in those aircraft being within the scope of approval.

g. Successfully completed the Duty Holder Air Safety Course and Airworthiness of Military Aircraft Course (Practioner).

h. Knowledge of applicable regulations.

Qualification of Personnel 2. In order to gain MAA approval for the number of individuals and their requisite qualifications, the Mil CAMO should:

a. Make an analysis of the tasks to be performed and the way in which it intends to divide and/or combine these tasks.

b. Indicate how it intends to assign responsibilities.

c. Establish the manpower resource and the qualifications needed to perform the tasks.

3. Adequate initial and recurrent training should be provided and recorded to ensure continued competence.


Requirements for the Mil CAM 4. The Mil CAM is responsible for all continuing airworthiness management functions. Depending on the size of the operation and structure of the organization, these functions may be divided between separate managers or combined under one individual. However, iaw RA 49513, the Mil CAMO Quality System must be independent from the other functions.

5. For multi-platform Mil CAMOs, day-to-day responsibility for continuing airworthiness management activity may be delegated to a nominated Deputy CAM (DCAM) dedicated to an individual platform category, though accountability remains with the overall Mil CAM. Likewise, such delegation could also cover aircraft at operating bases remote from the Mil CAM or the establishment of a deputy post holder

3 RA 4951 – Quality System - MRP Part M Sub Part G.




holding full authority within the Mil CAMO. In all cases any nominated DCAM will also be subject to the criteria stipulated in RA 4945(2).

6. An adequate formalised type training course for the Mil CAM would typically be expected to be of several days duration.

7. With regards to Professional Registration, iaw with RA 10024, single-Service COS Chief Air Engineers and DE&S Operating Centre Directors may authorize non-compliance on a case-by-case basis, but must also inform MAA OA Dep Hd 2.

8. The MAA Form 4 can be found on the Approvals page of the MAA Website (www.gov.uk/maa).

Qualification of Personnel 9. The actual number of persons to be employed and their necessary qualifications are dependent upon:

a. The size and complexity of the organization.

b. The number, complexity and age of the aircraft.

c. The operational profiles and the amount and complexity of maintenance to be carried out.

Consequently, the number of persons needed and their qualifications may differ greatly from one organization to another and a simple formula covering the whole range of possibilities is not feasible.

10. It is important that the resource analysis by the Mil CAMO covers any functions carried out by other organizations on the Mil CAMO’s behalf

11. When significant changes in the tasks occur relevant to the number and qualifications of persons needed, this analysis ought to be updated.

4 RA 1002 - Competent Persons.








RA 4947 - Continuing Airworthiness Management - MRP Part M Sub Part G

Rationale There are specific requirements to be met by an organization to qualify for the issue or continuation of an approval for the management of aircraft continuing airworthiness

Contents 4947(1): Military Continuing Airworthiness Management Organization (Mil CAMO) Responsibilities

Regulation 4947(1)

Mil CAMO Responsibilities 4947(1) For all aircraft within its control, the approved Mil CAMO

shall: a. Develop and control an Aircraft Maintenance

Programme, support any applicable reliability programme, and propose amendments and additions to the maintenance schedule to the Type Airworthiness Authority (TAA).

b. Manage the embodiment of modifications and repairs. c. Ensure that all maintenance is carried out to the

required quality and in accordance with (iaw) the Aircraft Maintenance Programme, and released iaw RA 48121.

d. Ensure that all applicable Special Instructions (Technical) (SI(T)) are applied.

e. Ensure that Military Maintenance Organizations or MRP Part 145 Approved Maintenance Organizations correctly manage faults reported, or discovered during scheduled maintenance

f. Co-ordinate scheduled maintenance, the application of SI(T)s and the replacement of service life limited parts.

g. Manage and archive all continuing airworthiness records and the MF700/operator's technical log.

h. Assure that the weight and moment statement reflects the current status of the aircraft.

i. Initiate and coordinate any necessary actions and follow-up activity highlighted by an occurrence report.


Mil CAMO Responsibilities 4947(1)a 1. The Mil CAMO should undertake trending and analysis of maintenance data. This will enable it to act upon faults and arising rates, deferred faults, unscheduled arising, fault issues/trends etc in order to highlight proactively any

1 RA 4812 - Certification of Aircraft and Component Release (MRP 145.A.50).




concerns/issues/adverse trends. Based on these, the Mil CAMO should propose amendments and additions to the existing maintenance schedules to the TAA as a result of the analysis.

4947(1)b Modifications 2. The Mil CAMO should assess the impact of all planned modifications, consider implications for the Aviation Duty Holder (DH) / Defence Contractor Flying Organization fleet and develop an implementation strategy in consultation with the TAA and the embodiment organization.

3. The Mil CAMO should schedule the modification plan and then manage modifications embodiment.

a. For modifications with a safety impact, the Mil CAMO should ensure that the embodiment is completed within the TAA-mandated timescales for the platform.

b. The Mil CAMO should monitor embodiment progress through to full fleet embodiment.

c. The Mil CAMO should ensure configuration control of the modification and that the overall state of the aircraft is maintained.

Repairs

4. The Mil CAMO should:

a. Schedule the repair plan and then manage its embodiment in conjunction with the repair organization.

b. Request an appropriate repair scheme or concession for damage outside approved data.

c. Monitor the use of repair schemes and concessions and highlight issues to the Aviation DH, or Accountable Manager (Continuing Airworthiness) (AM(CAw)) (defined in RA 10162) or requirements to the TAA.

4947(1)c 5. For Forward, the Mil CAMO is part of the Aviation DH’s / AM(CAw)’s assurance system for the standards and practices of work carried out on Forward units. For Depth, the Mil CAMO should agree the work package content and assure its satisfactory completion.

6. The Mil CAMO should:

a. Ensure the maintenance organization has access to the applicable current approved data, including those relating to modifications and repairs.

b. Seek instructions from the TAA where no approved data exists for faults arising during maintenance. c. Be responsible for the management and oversight of any issues arising from the maintenance including the delivery and acceptance processes.

7. The Mil CAMO should maintain an airworthy fleet, and therefore assure the standard of output from any maintenance organization.

a. Where the Mil CAMO and maintenance organization share the same Quality Assurance (QA) system, this could be achieved through the internal QA process. For contracted organizations, the Mil CAMO should ensure appropriate contract cover is in place in order to provide equivalent levels of assurance.

b. Where the Mil CAMO and maintenance organization do not share the same QA system, such assurance should be achieved through either formal visits to the organization or external/3rd party auditing.

2 RA 1016 - Continuing Airworthiness Responsibilities.




4947(1)d 8. The Mil CAMO should ensure the satisfaction of SI(T)s or other directives from authorized organizations (eg TAAs, the MAA) that have a continuing airworthiness impact on aircraft within its Fleet within the mandated timescales.

9. The Mil CAMO should manage the compliance of such instructions by:

a. Arranging for their distribution, and ensuring their receipt.

b. Tasking appropriate maintenance organizations.

c. Ensuring compliance within prescribed timescales or seeking and obtaining their deferment.

d. Considering any follow-up action that may be required.

10. The Mil CAMO should support the development of such instructions by advising of any impact on availability, capability and sustainability.

11. The Mil CAMO should maintain records of extant SI(T)s and advise the issuing authority and Aviation DH or Accountable Manager (Military Flying) (AM(MF)) of those that cannot be satisfied within required timescales.

4947(1)e 12. The Mil CAMO should ensure the use of a Military Maintenance Organization or MRP/Mil Part 145 Approved Maintenance Organization to conduct corrective maintenance, and assure that they utilise appropriately-authorised personnel for the task.

13. The Mil CAMO should review Limitations/Acceptable Defferred Faults in order to:

a. Highlight and address adverse trends, notifying these to the TAA, Aviation DH or AM(CAw) as appropriate.

b. Identify any cumulative risk.

c. Ensure that, for out-of-limits faults and damage, advice has been sought from the TAA on airworthiness risk.

14. The Mil CAMO should ensure that a register is maintained of reported instances of aircraft displaying Uncommanded Flying Control Movements, Control Restrictions or other abnormal flying characteristics, with any detected trends being thoroughly investigated.

4947(1)f 15. The Mil CAMO should plan and control all maintenance activity, including the use of latitudes, deferments or concessions as part of the fleet management task.

16. The Mil CAMO should inform the Aviation DH or AM(MF) if there are any significant aspects of maintenance that cannot be carried out and advise of the implications.

4947(1)g 17. Continuing airworthiness records should include:

a. Aircraft technical log, engine log books and any log books/cards for service life limited components (The Configuration Record).

b. Current status of:

(1) SI(T)/Airworthiness Directives (AD).

(2) Modifications and repairs.

(3) Compliance with Aircraft Maintenance Programme.

(4) Service Life Limited Components.

(5) Weight and Moment.

(6) Deferred maintenance.




18. To ensure traceability the Mil CAMO should maintain a centralised record of all locally manufactured parts and develop and issue procedures to coordinate this across maintenance organizations. This should include details of authorisations, quality control checks, concessions, component identification and any remedial action. The Mil CAMO should ensure proper recording of the date of manufacture and fit, description and part/drawing number, Serial Number Of Work for component manufacture, details of heat treatment and proof testing, specification and conformity references, and aircraft/component serial number.

19. The Mil CAMO should develop and issue procedures for lost aircraft maintenance forms, which should include any search or investigation requirements and a policy on the use of duplicated documents.

20. The Mil CAMO should develop and issue procedures for the use of electronic maintenance forms and continuing airworthiness records. The auditing of such records should be included as part of the organization’s QA and Military Airworthiness Review (Mil AR) processes, noting that this may require specialist skills and training.

21. The Mil CAMO should have a procedure for data locking continuing airworthiness records in support of Service Inquiries and as directed by the MAA.

22. Retention of continuing airworthiness records should be carried out iaw RA 49533 and RA 49514.

4947(1)h 23. Nil.

4947(1)i 24. The Mil CAMO should maintain oversight of occurrence reports raised (this includes, but is not limited to, D-ASOR, MF760s, Serious Fault Reports) and subsequent action.

25. The Mil CAMO should report to the MAA, TAA and any other Mil operator any identified condition of an aircraft, component or maintenance procedure that endangers Air Safety as identified by the Mil CAMO.

26. Where an aircraft occurrence report has an airworthiness aspect, the Mil CAMO should ensure the investigation of the occurrence and subsequent recovery of the aircraft (including any associated components) is robust.

27. Where the occurrence report has a continuing airworthiness implication for the fleet, the Mil CAMO should ensure that appropriate remedial action is taken to minimise re-occurrence. This could include:

a. Changes to the Aircraft Maintenance Programme.

b. Addressing Human Factors issues (which could include training, working conditions etc).


Mil CAMO Responsibilities 4947(1)a 28. The TAA manages the Air System Document Set (ADS), which is the method by which approved data is published. This includes the approved Maintenance Schedules. The Mil CAMO develops and controls the Aircraft Maintenance Programme iaw the ADS endorsed by the TAA.

29. The Aircraft Maintenance Programme consists of those maintenance activities applicable to a specific tail number, as defined by the Mil CAMO, based on its current usage, role, configuration and operating environment. It will include applicable elements of the maintenance schedule, maintenance activities pertinent to life limited components, the application of SI(T)s, inspections introduced due to repairs or faults, modifications, reliability programmes and local Air Engineering Orders.

30. Continual assessment of the utility of the maintenance aspects of the ADS (ie

3 RA 4953 - Record Keeping - MRP Part M Sub Part G. 4 RA 4951 - Quality System - MRP Part M Sub Part G.




its fitness for purpose) rests with the Mil CAMO. The TAAs own the information contained within the APs, whilst the Mil CAMO ensures it can be used.

31. For MRCOA managed iaw Civil Aviation Authority Civil Aviation Publication 562 Leaflet B-40 the aircraft will be operated under the jurisdiction of the MAA and are subject to the MRP regulations. Additionally, the MRCOA will also be managed by an organization holding an European Aviation Safety Agency (EASA) Part M, Subpart G and I approval for the aircraft type, and maintained iaw a maintenance programme approved iaw EASA Part M.A.302. However, for the avoidance of doubt and iaw the MRP, the TAA is still responsible for completeness and accuracy of the Approved Data that forms part of the ADS; this includes amendment to the Aircraft Maintenance Program, advice on out-of-limits faults and damage, repair schemes or concessions. It is a responsibility of the Mil CAMO to ensure data used in maintaining the Continuing Airworthiness of their aircraft meets these requirements.

32. The Mil CAMO will monitor fleet usage and any proposed changes to the use of the aircraft type (eg changes to flying hours, SOIU, planned environmental changes – deployments to the desert, arctic, embarked operations etc), so that impact on the effectiveness of the Aircraft Maintenance Programme can be assessed and incorporated. The Mil CAMO is to inform the TAA as necessary so that impact on the type-approved data within the ADS can be assessed and incorporated. The Mil CAMO will attend platform Integrity Working Groups, as organized by the TAA, as a key stake holder.

33. The TAA will determine whether any requirements arising from recommendations or changes requested by the Mil CAMO are deliverable and appropriate within existing funding/support contracts. If they are not achievable, then the TAA must engage with Mil CAMO to address priorities/funding lines to agree what will be delivered.

34. The Mil CAMO will obtain assurance of the effectiveness of the Aircraft Maintenance Programme through the Mil AR process and other Mil CAMO tasks, the condition and standard of individual aircraft, receipt checks from Depth and the condition of the fleet as a whole.

35. The Mil CAMO must manage the trending and analysis of the effectiveness of the Aircraft Maintenance Programme from a continuing airworthiness perspective and consider – where appropriate - reliability/affordability issues. The TAAs will maintain specific reliability programmes and will continue to monitor platform and equipment reliability, fault issues/trends, arising rates etc to improve the efficiency and effectiveness of the maintenance schedule (systems and components) and to drive down support costs (often as part of the platform support contract). These two activities must be coherent to ensure that changes to the Maintenance Schedule continue to meet user requirements whilst maintaining type airworthiness.

36. The Mil CAMO proposes amendments to the Maintenance Schedules to meet the way it operates its aircraft by highlighting to the TAA any requirements or issues (operational or engineering) it is aware of that would benefit from either a minor schedule amendment or a major schedule review (eg restructuring or repackaging maintenance schedules or specific activities that would improve the effectiveness of the maintenance carried out and/or increase the platform availability or capability for the Aviation DH or AM(MF)).

37. The Mil CAMO must ensure that the TAA has a plan to undertake the required Maintenance Schedule reviews and that funding lines are planned.

38. The TAA must also be informed of any aircraft-related low level aviation engineering orders, eg Aviation Engineering Standing Orders or Aviation Engineering Routine Orders.

4947(1)b Modifications 39. The Mil CAMO will consider reliability/availability/maintainability issues associated with delivery of modifications and repairs, taking into account Aviation DH or AM(MF) fleet capability/availability requirements to meet operational and training commitments.




40. The Mil CAMO is not responsible for identifying the requirement for capability modifications.

41. The TAA will determine whether a modification is deliverable within existing funding lines/support contracts.

42. The TAA will manage and approve the modification leaflet. Modifications are developed by the appropriate DAOS approved organization.

43. There are a number of reasons for modifying an aircraft, including airworthiness, reliability, efficiency, survivability and capability. In managing their embodiment the Mil CAMO must:

a. Schedule the embodiment of airworthiness modifications.

b. Advise the Aviation DH or AM(MF) on the impact of non-airworthiness modifications and the scheduling of embodiment where applicable.

c. In consultation with embodiment organizations and/or TAA, help determine affordability of embodiment and advise the Aviation DH or AM(CAw) accordingly.

d. Ensure that configuration control of the modification and overall airworthiness condition of the aircraft is maintained.

e. Maintain oversight of the assembly, storage and issue of Modification kits.

Repairs

44. The Mil CAMO must maintain oversight of individual airframe airworthiness as well as trends across the fleet. Therefore, whilst the requirement for repairs is likely to derive from the maintenance organization, the Mil CAMO must coordinate the scheduling of repairs and manage their approvals where suitable data is not available. This will be achieved by:

a. All requests for approved data/repair schemes being made to the TAA through the Mil CAMO.

b. Performing the function of fleet manager/controller.

c. Consulting with repair organizations to determine repair priorities.

d. Deciding where repairs are carried out and managing the tasking and transfer process where appropriate.

e. Authorising cannibalisation from Category 3 and Category 4 aircraft undergoing repair to facilitate recovery of aircraft.

4947(1)c 45. The Project Team (PT) will set up the support contract and framework where aircraft/component maintenance is contracted out to an Approved Organization on behalf of the Mil CAMO.

46. Where appropriate the Mil CAMO will:

a. Conduct input and output meetings for each aircraft to establish the required maintenance (including any applicable modifications, repairs, SI(T)s and upgrades) and ensure its satisfactory completion.

b. Manage the completion or deferment of emerging work, seeking and obtaining approved data.

47. Maintenance organizations must notify the Mil CAMO at the earliest opportunity that it has deviated from Technical Information. When a notification has been received, the Mil CAMO must, having acknowledged receipt, consider the implications and provide comment on the deferral with a view to seeking/obtaining and advising appropriate remedial action.

4947(1)d 48. As part of maintaining an airworthy fleet, pro-active management of SI(T)s from authorized organizations is required. Tail number recording of applicability and




compliance with such instructions will provide configuration control. This includes any applicable timescales that may be mandated by the authorised organization.

49. For civil-derivative aircraft, such instructions may include certain ADs as determined by the TAA.

4947(1)e 50. Nil.

4947(1)f 51. The PT may have an influence on the maintenance plan eg:

a. Providing the link between contracted maintenance organization and Mil CAMO.

b. Identifying any shortfalls in funding or contracted maintenance-man-hours to enable the Mil CAMO / Aviation DH / AM(CAw) to prioritise and/or seek appropriate resources/funding.

52. Where a service life limited part’s life cannot be ascertained, the Mil CAMO must ensure that it is not used until such life can be determined, recovered or the part disposed of.

4947(1)g 53. Assurance of correct recording of aircraft and component Continuing Airworthiness information can be provided by Mil AR surveyor, who would undertake a documented review of aircraft records as part of the Mil AR process.

4947(1)h 54. The weight and moment statements will be checked as part of the Mil AR process to provide assurance that:

a. Aircraft configuration reflects that recorded in the MF700/technical log/LIS.

b. Changes to weight and moment since last weigh have been accurately calculated and recorded.

55. Although managed by the Mil CAMO, the Mil CAMO itself is not responsible for carrying out the weighing activity.

4947(1)i 56. The Mil CAMO must ensure/direct appropriate follow-up activity, keeping the Aviation DH or AM(MF) apprised of any significant airworthiness issues. This would include ensuring the satisfactory completion of the maintenance aspects of the aircraft’s D-ASOR.

57. Where the occurrence report has a type airworthiness implication the Mil CAMO must assure itself that appropriate remedial action is being taken by the TAA/OEMs. This could be assured by:

a. Raising a MF760.

b. Identifying the requirement for a Follow Up Report to the occurrence report to be carried out by the TAA.







RA 4948 - Documentation - MRP Part M Sub Part G

Rationale The use of approved Technical Information (TI) and associated documentation is essential to meet the requirements of continuing airworthiness.

Contents 4948(1): Documentation

Regulation 4948(1)

Documentation 4948(1) The Military Continuing Airworthiness Management

Organization (Mil CAMO) shall hold and use applicable current TI in the performance of RA 49471 Continuing Airworthiness Management tasks.


Documentation 1. The Mil CAMO should establish appropriate procedures for ensuring that the TI is current.

2. Where hard-copy publications are employed, the Mil CAMO should ensure that they are available in sufficient quantity, quality and are at the correct amendment state.

3. Where digital publications are employed, the Mil CAMO should ensure that the maintenance organization has unfettered access to TI, which includes sufficient quantities of IT equipment appropriate to the environment.

4. Where pre-printed MWOs are developed, the Mil CAMO should ensure that these continue to reflect the requirements of the Aircraft Maintenance Programme and Air System Document Set.


Documentation 5. Applicable TI is:

a. Applicable instructions for continuing airworthiness contained within the Air System Document Set, issued by the Type Airworthiness Authority, noting particular emphasis but not limited to any applicable Special Instructions (Technical).

b. Any applicable data issued in accordance with RA 48102 / Def Stan 05-130 Part 1. Obsolescent Defence Standards will not be updated and will only be referenced for the maintenance of legacy equipment and they will not be used for the acquisition of new equipment.

c. Any applicable requirement, procedure, standard or information issued by the MAA.

1 RA 4947 - Continuing Airworthiness Management - MRP Part M Sub Part G. 2 RA 4810 - Technical Information (MRP 145.A.45)







RA 4951 - Quality System - MRP Part M Sub Part G

Rationale Increased confidence is gained through a rigorous process of independent review and evaluation that verifies the continued adequacy and effectiveness of continuing airworthiness processes

Contents 4951(1): Establishing a Quality System 4951(2): Functions of the Quality System 4951(3): Retention of Quality System Records

Regulation 4951(1) 4951(2) 4951(3)

Establishing a Quality System 4951(1) The Military Continuing Airworthiness Manager (Mil CAM)

shall establish an independent Quality System and designate a Quality Manager (QM) to monitor compliance with, and the adequacy of, procedures required to ensure airworthy aircraft. Compliance monitoring shall include a feedback system to the Aviation Duty Holder (DH) or Accountable Manager (Continuing Airworthiness) (AM(CAw)) to ensure corrective action as necessary.

Functions of the Quality System 4951(2) The quality system shall monitor Military Continuing

Airworthiness Management Organization (Mil CAMO) activities. It shall at least include the following functions: a. Assuring that maintenance activity conducted by

Maintenance Organizations is adequate for maintaining the Continuing Airworthiness of their aircraft.

b. Assuring that all Mil CAMO activities are being performed in accordance with RA 4900 - 4974 (MRP Part M), including all sub-contracted activities.

c. Assuring that all contracted maintenance is carried out in accordance with the contract.

d. Assuring the continued compliance with the requirements of MAA approval of the Mil CAMO.

Retention of Quality System Records 4951(3) The records of these activities shall be stored for at least two

years.


Establishing a Quality System 1. Procedures should be subject to periodic review. It is the responsibility of all personnel to report any difficulties with the procedures via their organization’s internal feedback mechanisms.

2. All procedures, and changes to the procedures, should be verified and validated before use where practicable.

3. The feedback part of the system should address who is required to rectify any non-compliance in each particular case and the procedure to be followed if rectification is not completed within appropriate timescales; the feedback system should be directed to the Aviation DH / AM(CAw) through the Mil CAM.




4. The independent quality audit reports should be sent to the relevant department for rectification action giving target rectification dates. These dates should have been previously discussed with the department. The relevant department is required to rectify findings and inform the QM or the quality auditor of such rectification.

5. The Mil CAM should hold regular meetings with staff to check progress on rectification. Such meetings may be delegated on a routine basis to the QM, subject to the Mil CAM meeting at least twice per 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.

6. The Mil CAMO QM should be able to demonstrate appropriate direct access to the Aviation DH / AM(CAw) and that relationship should be reflected in the Continuing Airworthiness Management Exposition (CAME).

Functions of the Quality System 7. The independent audit is an objective process of routine sample checks of all aspects of the Mil CAMO’s ability to meet the required standards. It should include some product sampling, as this is the end result of the process.

8. The independent audit should ensure that all aspects of compliance are checked annually, including all the sub-contracted activities, in accordance with RA 49561, and this may be carried out as a complete single exercise or subdivided over the annual period in accordance with a scheduled plan. The independent audit does not require each procedure to be checked against each platform when it can be shown that the particular procedure is common to more than one platform and the procedure has been checked every year without resultant findings. Where findings have been identified, the particular procedure should be rechecked against other platforms until the findings have been rectified, after which the independent audit procedure may revert back to the annual interval for that particular procedure. Provided that there are no safety related findings, the audit time periods specified may be increased by up to 100% (ie to a 2 year cycle) by the Mil CAM.

9. Where the organization has more than one location approved, the quality system should describe how these are integrated into the system and include a plan to audit each location every year.

10. A report should be raised each time an audit is carried out describing what was checked and the resulting findings against applicable requirements, procedures and products.

11. 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.

12. An organization should establish a quality plan to show when and how often the Mil CAMO activities will be audited.

Retention of Quality System Records 13. Nil.


Establishing a Quality System 14. The Mil CAMO quality system may be combined with the quality systems of other Service or MAA-approved organizations if appropriate. Such arrangements are to be clearly articulated in the CAME.

15. Where the AM(CAw) is not also the Accountable Manager (Military Flying) then consideration needs to be given to appropriately informing both the individuals.

16. Sub-contracted activities also include any continuing airworthiness activities delivered by the Project Team (PT) on behalf of the Mil CAMO. In such circumstances any audit reports generated ought to be submitted through the appropriate PT cognisant of potential contractual or commercial sensitivity of any

1 RA 4956 – Mil CAMO Tasks Performed by Other Organizations - MRP Part M Sub Part G.




identified rectification.

17. For the avoidance of doubt the scope of the Mil CAMO quality system will cover all maintenance activity on aircraft that the Mil CAMO is responsible for, both on and off platform, including contracted Depth maintenance.

18. For the avoidance of doubt the term independence in respect of this RA refers to the need of those undertaking quality activity to be independent from the task rather than from the Mil CAMO. With regards to audit activity undertaken by the Mil CAMO QM upon the Mil CAMO itself, it is necessary that the Mil CAMO QM be able to demonstrate the ability to directly access their Aviation DH or AM(CAw) when required.

Functions of the Quality System 19. The independent audit represents an objective overview of all Mil CAMO related activities. It is intended to complement the Military Airworthiness Review, to ensure that all aircraft managed by the organization remain airworthy. The independent auditor must not be directly involved with the task being audited, though may be a part of the organization.

20. In regards to contracted maintenance it may not be necessary for the Mil CAMO QM to audit the supply chain through multiple levels of sub-contractors. Instead the Mil CAMO QM must ensure that he can monitor directly contracted organizations and be assured that sub-contractors are being appropriately monitored if the contracted organization’s own quality system extends to cover their activity and he is able to monitor such audit reports.

21. The Mil CAMO QM must be mindful of the contracted arrangements for access to contractor organizations. Where access for the Mil CAMO is not clearly stipulated in the contract the Mil CAMO QM ought to pursue the contracting PT to amend accordingly. The Mil CAMO QM may utilise a wide range of sources to monitor such organizations; for example where a PT utilises a Government Quality Assurance Organisation Contract Monitoring Team to assure contracted maintenance, evidence from such activity may be accepted by the Mil CAMO for assurance purposes. In the event of disputed access to a contracted organization the Mil CAMO may task a Government Quality Assurance Representative (GQAR) to undertake assurance activity, or alternatively may apply for GQAR status; further information may be found on the Acquisition System Guidance website under the title, ‘Managing Quality'.

Retention of Quality System Records 22. Nil.







RA 4953 - Record Keeping - MRP Part M Sub Part G

Rationale The purpose of this regulation is to ensure that there is an audit trail of all decisions that affect continuing airworthiness.

Contents 4953(1): Military Continuing Airworthiness Management Organization (Mil CAMO) Responsibilities 4953(2): Retention of Records

Regulation 4953(1) 4953(2)

Mil CAMO Responsibilities 4953(1) The Mil CAMO shall:

a. Ensure that the maintenance records and any associated Technical Information is retained as required by RA 4813(3)1. b. Record all details of continuing airworthiness management activity carried out. c. Retain a copy of each Military Airworthiness Review Certificate issued, together with all supporting documents. d. Ensure that the records referred to in paragraphs (b) and (c) above are retained until 5 years after the Air System has been permanently withdrawn from service.

Retention of Records 4953(2) The Mil CAMO shall ensure that:

a. Records are stored in a manner that ensures protection from, alteration, theft and damage (eg fire, flood, environmental degradation). b. Computer hardware used to ensure backup is stored in a different location from that containing the working data and in an environment that ensures they remain in good condition. c. Electronic data is stored in such a fashion so as to remain permanently accessible and readable. d. Where continuing airworthiness management of an aircraft is transferred to another organization, all retained records are transferred to the said organization. The time periods prescribed for the retention of records shall continue to apply to the said organization. e. Details of the transfer are recorded to show who effected the transfer and who received the records.

1 RA 4813 - Maintenance Records (MRP 145.A.55).




Mil CAMO Responsibilities and Retention of Records 1. The system of retention of the continuing airworthiness records should be described in the Continuing Airworthiness Management Exposition.


Mil CAMO Responsibilities and Retention of Records 2. General instructions for the retention of Military Aviation Engineering Documentation, including retention periods for documentation not specifically covered by MRP Part M Sub Part G, are detailed in RA 4813(3)1.

3. Permanent data readability must be ensured to avoid situations where archived data becomes impossible to access due to Logistic Information Systems (LIS) going out of service.

4. When a Mil CAMO arranges for an organization to retain copies of the continuing airworthiness records on its behalf, it will nevertheless continue to be responsible for the records under RA 4953.

5. Electronic data and LIS must comply with JSP 440 and JSP 480.



RA 4954 - Continued Validity of Approval - MRP Part M Sub Part G

Rationale There are specific requirements to be met by an organization to qualify for the issue or continuation of an approval for the management of aircraft continuing airworthiness.

Contents 4954(1): Continued Validity of Approval 4954(2): Approval Surrender, Suspension or Revocation

Regulation 4954(1) 4954(2)

Continued Validity of Approval 4954(1) An approval shall be issued for an unlimited duration. It

shall remain valid subject to: a. The ►Military Continuing Airworthiness Management

Organization (Mil CAMO)◄ remaining in compliance with the MRP Part M Sub Part G, in accordance with the provisions related to the handling of findings ►as specified under RA 49551◄; and,

b. The MAA being granted access to the ►Mil CAMO◄ to determine continued compliance with MRP Part M Sub Part G; and,

c. The approval not being surrendered, suspended or revoked.

Approval Surrender, Suspension or Revocation 4954(2) Upon surrender, suspension or revocation, the approval certificate shall be returned to the MAA.


Continued Validity of Approval 1. ►Mil CAMOs◄ should confirm in writing at least every 3 years and prior to any formal MAA surveillance ►audit◄ that the contents of their approval certificate and exposition remain valid. Failure to provide the required confirmation may result in the suspension of the approval.

2. ►Mil CAMOs◄ that do not exercise ►◄their approval within a 2 year period should surrender the approval unless a contractual requirement for its retention can be demonstrated.

Approval Surrender, Suspension or Revocation 3. Nil.


Continued Validity of Approval 4. ►The 3 year period, detailed within RA 4954(1) AMC paragraph 1, commences from whichever is the later date of either initial approval or last formal MAA surveillance audit. The confirmation of continued validity must be sent in writing to MAA Head of Oversight and Approvals for action.◄

Approval Surrender, Suspension or Revocation 5. ►Mil CAMO approvals may only be suspended or revoked by the MAA, in accordance with MAA01◄.

1 ►RA 4955 - Findings - MRP Part M Sub Part G◄






RA 4955 - Findings - MRP Part M Sub Part G

Rationale ►Following the notification of a finding by the MAA, it is essential that such regulatory non-compliance is appropriately addressed so that the Military Continuing Airworthiness Management Organization is compliant with RA 4900-4974 (MRP Part M).◄

Contents 4955(1): Findings

Regulation 4955(1)

Findings 4955(1) After receipt of notification of MAA findings, the ►Military

Continuing Airworthiness Manager◄ shall devise and execute a corrective action plan which demonstrates how the finding, and the root cause, will be ►rectified◄ in order to prevent recurrence. This shall be done to the satisfaction of the MAA within ►the period stipulated in the notification◄.


Findings 1. Nil.


Findings 2. A Level 1 finding is any significant non-compliance with MRP Part M requirements, which lowers the safety standard and seriously hazards Air Safety.

3. A Level 2 finding is any non-compliance with the MRP Part M requirements, which could lower the safety standard and possibly hazards Air Safety.







RA 4956 - Military Continuing Airworthiness Management Organization (Mil CAMO) Tasks Performed by Other Organizations - MRP Part M Sub Part G

Rationale In some circumstances Mil CAMO functions may be carried out on behalf of the Mil CAMO by other parties.

Contents 4956(1): Sub-Contracting of Mil CAMO Tasks

Regulation 4956(1)

Sub-Contracting of Mil CAMO Tasks 4956(1) The Military Continuing Airworthiness Manager (Mil CAM)

shall retain responsibility for all continuing airworthiness tasks carried out on behalf of the Mil CAMO by other parties.


Sub-Contracting of Mil CAMO Tasks 1. Where tasks are carried out on behalf of the Mil CAMO by other parties, the Mil CAM should ensure that such activity is sufficient to fulfil continuing airworthiness requirements and that adequate assurance and control measures are in place.

2. Where another department within the same organization is performing tasks for which the Mil CAMO is responsible for, eg typically within the MOD Project Team personnel, then the Mil CAM should establish a documented agreement with that department in order to demonstrate sufficient control of his responsibilities. The agreement should:

a. Explicitly name the department and the Mil CAMO.

b. Define what responsibilities the department fulfils on behalf of the Mil CAMO and the post title of the person responsible for their delivery.

c. Define the number and competence of personnel committed to these tasks to the satisfaction of the Mil CAMO in accordance with RA 49451.

d. Define a process by which changes to the resourcing of tasks are communicated and agreed.

e. Be referenced in the Continuing Airworthiness Management Exposition (CAME).

3. Commercial contracts for the completion of Mil CAMO tasks should not authorise the sub-contracted organization to further sub-contract elements of the continuing airworthiness management tasks to other organizations. In this regard however the documented agreement in paragraph 2 above is not considered a level of commercial contract.

4. Contracts placed for the conduct of Mil CAMO activity should guarantee access for the conduct of quality audits in accordance with RA 49512.

1 RA 4945 – Personnel Requirements - MRP Part M Sub Part G. 2 RA 4951 – Quality System - MRP Part M Sub Part G.




Sub-Contracting of Mil CAMO Tasks 5. Within the MOD the term “another department within the same organization” refers to arrangements that are made across Top Level Budget holders. Within a large contractor organization the term may be interpreted as being where the department is not under the control of the AM(CAw). The intent of the documented agreement is to ensure that the CAMO is able to demonstrate appropriate controls of Continuing Airworthiness activity on his aircraft. The documented agreement may be a separate contract referenced in the CAME, or an Annex to the CAME. It is necessary that both parties have endorsed the documented agreement.

6. Depending on the construct of the organization it may be appropriate for some Mil CAMO functions to be sub-contracted or delegated to, or carried out by, other organizations (MOD or contractor) on behalf of the Mil CAMO. This may include a European Aviation Safety Agency approved CAMO with appropriate scope, conducting tasks on behalf of the Mil CAM. Further guidance is provided in GM to RA 1016(2)3.

7. For the avoidance of doubt, the Mil CAM retains responsibility for all Mil CAMO functions irrespective of who is discharging them or where they are being discharged. eg, Mil CAMO tasks may be discharged by a variety of MOD departments such as Platform PT, and it may be appropriate for these tasks to be sub-contracted to commercial organizations. However, the conduct of these tasks remains the responsibility of the Mil CAM and these may not be further sub-contracted by the contracted commercial entity.




►This RA has been substantially re-written; for clarity, no change marks are presented - please read RA in entirety.◄

RA 4970 – Baseline Military Airworthiness Review (BMAR) - MRP Part M Sub Part I

Rationale It is necessary to establish a suitable starting point from which to confirm an aircraft’s maintenance history and configuration in order to confirm airworthiness.

Contents 4970(1): Military Continuing Airworthiness Management Organization (Mil CAMO) Responsibilities 4970(2): Aviation Duty Holder (DH) Responsibilities 4970(3): Covered by RA4970(1)

Regulation 4970(1) 4970(2) 4970(3)

Mil CAMO Responsibilities 4970(1) The Mil CAMO shall ensure that a BMAR is conducted for

each individual military registered aircraft for which it is responsible before it is flown in accordance with (iaw) RA 1016(3)1.

Aviation DH Responsibilities 4970(2) The Aviation DH shall:

a. Satisfy himself that the Mil CAMO has made every practicable effort to review the airworthiness history of the aircraft, with mitigation and justification as appropriate. b. On satisfactory completion of a BMAR, issue a Statement of Acceptance (SofA) of its content, which authorizes the Military Continuing Airworthiness Manager (Mil CAM) to issue the initial Military Airworthiness Review Certificate.

Baseline Military Airworthiness Review Completion 4970(3) Covered by RA4970(1).


Mil CAMO Responsibilities 1. The BMAR should consider all areas as stipulated in RA 49732; the level to which the review activity in each area is conducted should be justified and recorded.

2. On completion of the BMAR for all tail numbers of a platform type the Mil CAMO should incorporate the results into the Air System Safety Case iaw RA 12053. This will show how the risks associated with any gaps or issues in the platform’s history have been assessed as being Tolerable and As Low As Reasonably Practicable.

Aviation DH Responsibilities 3. The depth and scope of the BMAR should be documented and referenced within Part 4 of the Continuing Airworthiness Management Exposition (CAME) iaw RA 49434.

4. For new-production aircraft, the SofA should be issued on the basis of the

1 RA 1016 – Continuing Airworthiness Responsibilities 2 RA 4973 – MAR Process - MRP Part M Sub Part I 3 RA 1205 – Air System Safety Cases 4 RA 4943 – CAME - MRP Part M Sub Part G




recognized Certificate of Conformity or civilian equivalent accompanying the airframe.

5. For previously-used aircraft brought on to the Military Aircraft Register, a BMAR should be conducted, though any previous Certificate of Airworthiness and valid civil Airworthiness Review Certificate (ARC) or suitable Export Certificate of Airworthiness provided with the aircraft may be utilized as evidence.


Mil CAMO Responsibilities, Aviation DH Responsibilities 6. Tail numbers may be batched for the Aviation DH’s SofA.

7. It may be desirable for the SofA to be endorsed by the appropriate Type Airworthiness Authority in addition to the Aviation DH therefore providing a link to the configuration level of the BMAR undertaken.

8. Factors to be taken into account may include, but not be limited to, access to or availability of historical information, platform maturity, expected Out of Service Date of the aircraft and complexity of procurement.

9. For all new or used aircraft being brought onto the register, close liaison is required as soon as possible between the receiving Mil CAMO and the delivering Project Team (PT) in order to facilitate the Aviation DH’s issuance of his SofA. The PT will provide guidance on accompanying documentation and the suitability of the contents in establishing a baseline airworthiness level.

10. The Aviation DH’s SofA ought to take the form of the following paragraph:

“As the Aviation Duty Holder for tail number…(quote tail number)…, this Statement of Acceptance confirms that a Baseline Military Airworthiness Review has been conducted to my satisfaction and that every practicable effort has been taken to review the airworthiness history of the aircraft.

Signed: …………………

Dated : ………………...

Aviation Duty Holder and (Post Title)”

[optional]

“As Type Airworthiness Authority for this platform, I concur with the Aviation Duty Holder and endorse the Baseline Military Airworthiness Review.

Signed: ……………..

Dated: ……………....

(Post Title) ”

11. For civil-derivative aircraft where ‘shadow’ ARCs are conducted by approved organizations as part of civil oversight arrangements agreed with the CAA iaw RA 11245, it may be possible to utilize such activity as part of the BMAR process. In such cases, the Mil CAMO must demonstrate that such procedures are sufficient to meet MRP Part M Sub part I requirements and that any military deltas have been adequately accounted for.

12. BMARs may be completed before Mil CAMO approval is granted.

13. Whilst it is recognised that a wide range of personnel may be involved in the BMAR process, including contracted support, oversight of all activity remains a responsibility of Military Airworthiness Review surveyors meeting the requirements of the Mil CAMO iaw RA 4972(1)6.

14. Mil CAMOs must allow a sufficient period to plan BMAR activity for aircraft whose entry into service is imminent.

5 RA 1124 – Civil Oversight of Military Registered Aircraft 6 RA 4972 – Military Airworthiness Review Surveyors - MRP Part M Sub Part I




RA 4971 - Military Airworthiness Review (Mil AR) and Certification - MRP Part M Sub Part I

Rationale In order to confirm the airworthiness of aircraft on the Military Aircraft Register a Mil AR is required to be carried out and a Military Airworthiness Review Certificate (MARC) issued when the aircraft is operated in a stable configuration planned to be operated within the authorized limitations.

Contents 4971(1): Military Continuing Airworthiness Management Organization (Mil CAMO) Responsibilities 4971(2): MARC

Regulation 4971(1) 4971(2)

Mil CAMO Responsibilities 4971(1) A Mil CAMO shall ensure that:

a. A Mil AR of the aircraft, together with its continuing airworthiness records, is carried out periodically in accordance with (iaw) RA 49731 by Mil AR surveyors meeting the requirements of RA 49722. b. Mil AR procedures are incorporated into the Continuing Airworthiness Management Exposition (CAME) iaw RA 49433.

MARC 4971(2) On completion of a satisfactory Mil AR, the Military

Continuing Airworthiness Manager (Mil CAM) shall issue a MARC on behalf of the Aviation Duty Holder (DH). Thereafter: a. A MARC shall remain valid for a period of 1 year from date of issue, subject to RA 49744 and RA 4971(2) b and c. b. A MARC validity may be extended for a period not exceeding 90 calendar days; any such extension shall be approved by the Mil CAM. c. A Mil CAM shall revoke the MARC if there is reason to believe that the aircraft is not airworthy.

1 RA 4973 – Mil AR Process - MRP Part M Sub Part I. 2 RA 4972 – Mil AR Surveyors - MRP Part M Sub Part I. 3 RA 4943 – CAME - MRP Part M Sub Part G. 4 RA 4974 – Circumstances when MARC become invalid - MRP Part M Sub Part I.




Mil CAMO Responsibilities 1. The Mil AR should be recorded on the MOD Form 710 (Military Airworthiness Review Certificate)5.

2. For civil-derivative aircraft where ‘shadow’ Airworthiness Review Certificates are conducted by approved organizations as part of civil oversight arrangements agreed with the Civil Aviation Authority, iaw RA 11246, the AR activity conducted iaw European Aviation Safety Agency (EASA) Part M Subpart G M.A.710 may be used as part of the Mil AR process but the Mil CAM should document that they have assured themselves that the MRP Part M Sub part I requirements are met.

3. Notwithstanding the derogations of Paragraph 2 above, Mil AR tasks should remain the responsibility of the Mil CAM even when support arrangements as described in paragraph 9 are utilized.

4. In addition to the annual requirement, the Mil CAMO should consider the need to instigate a Mil AR whenever it is considered appropriate.

Military Airworthiness Review Certificate 5. The Mil CAM should sign the MARC. A Deputy Mil CAM (DCAM) meeting the requirements of RA 4945(2)7 may sign the MARC when authorized by the Aviation DH.


Mil CAMO Responsibilities and Military Airworthiness Review Certificate 6. The Mil CAM holds the automatic responsibility of issuing the MARC on behalf of the Aviation DH as part of the Mil CAMO approval.

7. If an aircraft is managed by an MAA-approved Mil CAMO that does not have the capability to carry out Mil ARs, it may utilize an alternative suitable MAA-approved Mil CAMO to conduct the MAR on its behalf. Where this happens, the corresponding MARC must still be issued under the signature of the Mil CAM that manages the aircraft.

8. The ability to recognize ‘shadow’ Airworthiness Review activity is accepted by the MAA on the basis of satisfactory analysis and evidence presented in the CAME. The MARC is still signed by the Mil CAM who must be satisfied with the robustness of the work conducted iaw the civil oversight arrangements and that all military deltas pertaining to the platform have been identified. If the Mil CAM further believes that the airworthiness of their aircraft may be adequately assured such that they might issue a MARC based upon the extension activity conducted by a Civil CAMO iaw EASA Part M Subpart I M.A.901 then they are required to submit an Exemption against RA 49731 iaw MAA03. The Mil CAM may only implement such procedures if MAA approval has been formally granted, as prescribed in MAA03. The requirement of RA 4971(2) sub-paragraph a must still be met.

9. For aircraft described in Paragraph 2 Exemption requests iaw MAA03 will be considered for aircraft where the military deltas in terms of configuration, oversight and usage are demonstrably minimal.

10. Individual contracted personnel may be utilized as Mil AR Surveyors where the Mil CAM is personally satisfied that the individual concerned meets the requirements of RA 49722, and is authorized as such. Such procedures are to be described in the CAME and records kept of utilized contracted manpower.

11. Mil CAMs must justify, on the appropriate MOD Form 710, all extensions that have been granted.

12. A MARC may be anticipated as required with a validity of 12 months from completion.

5 MOD Form 710 available from the MAP-02. 6 RA 1124 – Civil Oversight of Military Registered Aircraft. 7 RA 4945 – Personnel Requirements - MRP Part M Sub Part G.




13. It is expected that routine maximum extensions will not be granted.

14. Examples of when further Mil ARs may be appropriate could be as a result of certain modifications, repair programmes or when the Mil CAMO does not believe it has had adequate visibility of continuing airworthiness activity.

15. In the temporary absence of a Mil CAM or authorized DCAM, the Aviation DH may sign the MARC.

16. The MARC is not a statement of serviceability and is required to be valid for all flying iaw RA 1600(3)8.








RA 4972 - Military Airworthiness Review Surveyors - MRP Part M Sub Part I

Rationale The Military Continuing Airworthiness Manager (Mil CAM) is to be supported by appropriate personnel capable of verifying and recommending the airworthiness state of an aircraft.

Contents 4972(1): Requirements of the Military Continuing Airworthiness Management Organisation (Mil CAMO) 4972(2): Military Airworthiness Review (Mil AR) Surveyor Records

Regulation 4972(1) 4972(2)

Requirements of the Mil CAMO 4972(1) In order to carry out a Mil AR, an approved Mil CAMO shall

have available appropriate Mil AR surveyors to conduct Mil ARs and provide Military Airworthiness Review Certificate (MARC) recommendations.

Mil AR Surveyor Records 4972(2) The Mil CAMO shall maintain a record of all current Mil AR

surveyors, referenced in the Continuing Airworthiness Management Exposition (CAME). Mil AR surveyor records shall be retained until two years after the Mil AR surveyors have left the organization.


Requirements of the Mil CAMO 1. Mil AR surveyors should have the following qualifications and experience:

a. At least 10 years experience in continuing airworthiness.

b. At least 5 years experience in aircraft maintenance at supervisory level.

c. For Service personnel, be of Senior Non-Commissioned Officer (NCO) rank or above. For non-Service personnel, an appropriate valid category B or C licence in compliance with European Aviation Safety Agency (EASA) Annex III (Part 66) or, for the conducting of Mil ARs on Gliders, hold a British Gliding Association Ordinary Glider Inspector Licence.

d. For non-Service personnel, hold a valid EASA Form 4 as part of a MRCOA arrangement. By derogation Ex-Service personnel who would have previously met the requirement of Sub-paragraphs a and b may be exempted from the EASA licence requirement of Paragraph 1, Sub-paragraph d.

2. By derogation to Paragraph 1, suitable Commissioned Officers may be employed as Mil AR surveyors. In such cases the Mil CAM should ensure robust assessment criteria have been applied.

3. Mil AR surveyors should:

a. Hold a position independent from the airworthiness management process of the aircraft concerned.

b. Only be issued an authorization by the approved Mil CAM after assessment of their competence, completion of any training deemed appropriate for the individual and satisfactory completion of a Mil AR under appropriate supervision.




c. Have conducted at least one Mil AR in the last 6-month period in order to maintain the validity of the Mil AR surveyors’ authorization.

4. The Mil CAMO should ensure that Mil AR surveyors can demonstrate appropriate recent continuing airworthiness management experience.

Mil AR Surveyor Records 5. Mil AR surveyor records should include details of any appropriate qualification held together with a summary of relevant continuing airworthiness management experience and training and a copy of the authorization.


Requirements of the Mil CAMO 6. Experience in continuing airworthiness means any appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management and/or surveillance/assurance of such tasks.

7. In respect of authorizing Mil AR surveyors who are non-Service personnel any decision to grant an exemption must take into consideration the length of time since the individual in question left the Service and whether they have been employed in continuing airworthiness in the interim. It is not generally expected that exemptions will be granted to personnel who left the Service more than 5 years previously and have not worked in continuing airworthiness since then.

8. “Independent from the airworthiness management process” means any position within the organization (for example, a Quality Assurance post) where the incumbent has not been actively involved in the maintenance or maintenance management of the particular tail number being reviewed since the last MARC.

9. Appropriate Service surveyors will consist of Senior NCOs or above who have a level of competence deemed comparable to that required to hold authorization MAP-G346 (RA 48061 refers) (though there is no requirement to hold or have held this authorization).

10. Mil AR surveyors will be expected to show relevant experience in the broad category of aircraft (eg rotary wing, fast jet, wide-bodied), though not necessarily of the specific type being reviewed.

11. Meeting the personal requirements of the AMC to this regulation alone does not qualify prospective Mil AR surveyors for Mil CAM authorization to conduct Mil ARs. In line with the Mil CAM responsibility for devising a suitable Mil AR process in accordance with RA 49732 the Mil CAMO will assess the need for appropriate further training for new Mil AR surveyors prior to authorization. The scope of such training will be entirely dependent on the fleet specific Mil AR process and nature of any necessary tools (eg Logisitic Information Systems).

12. Appropriate continuation training is to be provided to all Mil AR surveyors.

Mil AR Surveyor Records 13. Nil.

1 RA 4806 – Personnel Requirements (MRP 145.A.30). 2 RA 4973 – Military Airworthiness Review Process - MRP Part M Sub Part I.




RA 4973 - Military Airworthiness Review Process - MRP Part M Sub Part I

Rationale A Military Airworthiness Review (Mil AR) must follow a structured approach to ensure consistency and completeness in the review process.

Contents 4973(1): Mil AR Process

Regulation 4973(1)

Mil AR Process 4973(1) To satisfy the Mil AR process a Military Continuing

Airworthiness Manager (Mil CAM) shall ensure that: a. A documented review of the aircraft records is carried

out. b. A documented physical review of the aircraft is carried

out.


Mil AR Process 1. A review of the aircraft records should assure that:

a. Aircraft usage data, including or equivalent to airframe, engine and propeller flying hours and associated flight cycles has been properly recorded.

b. All the maintenance due on the aircraft according to the Approved Maintenance Programme has been carried out and appropriately managed in accordance with (iaw) the applicable Air System Document Set (ADS).

c. All known faults have been corrected to the required standard or, where applicable, carried forward in a controlled manner.

d. All applicable Special Instructions (Technical) (SI(T)s) or Airworthiness Directives (ADs) have been applied, including any follow-up action, properly recorded and maintained.

e. All modifications and repairs applied to the aircraft are approved according to Design Approved Organization Scheme iaw RA 10051 or appropriate MOD procedures, embodied according to approved data and have been appropriately recorded.

f. All service life limited components installed on the aircraft are properly identified and recorded and have not exceeded their approved service life limit iaw the applicable ADS.

g. All maintenance has been planned and controlled, including the use of latitudes, deferments or concessions iaw RA 4947(1).

h. The current weight and moment statement reflects the configuration of the aircraft and is valid.

i. The aircraft configuration complies with the latest revision of its Release to Service, or Certificate of Usage and/or approved design.

2. A physical review should assure that:

a. The aircraft configuration complies with approved data.

b. The configuration as detailed in the Aircraft Technical Log / MOD Form 700 matches the actual configuration of the aircraft.

1 RA 1005 – Competent Organizations and Responsibilities




c. No fault can be found that could reasonably be expected to have been recorded and addressed iaw the MRP, including husbandry defects.

d. No inconsistencies can be found between the aircraft and the documented review of records.

e. All required safety markings and placards are properly installed iaw the applicable ADS.


Mil AR Process 3. A documented review of aircraft records is a check of at least the following categories of documents where applicable:

a. The MOD Form 700 or technical/operators log system, including Maintenance Work Orders, limitations and deferred faults and Minimum Equipment List and configuration deviation list if applicable.

b. Any applicable Logistic Information System.

c. Local maintenance requirements, eg Aviation Local Technical Instructions, Aviation Engineering Standing Orders, Aviation Engineering Routine Orders.

d. Maintenance Data including fatigue index data and condition monitoring data.

e. Relevant work packages - SI(T) / AD status.

f. Modification and repair documentation.

g. List of service life limited components.

h. Weight and moment report and sheets.

i. Engineering Record Cards.

j. Aircraft, engine and propeller Type Certificate data sheets, if applicable.

4. The Mil CAMO must develop procedures, detailed in part 4 of the Continuing Airworthiness Management Exposition, for the Mil AR Surveyor to produce a compliance report that confirms the results of both record and physical reviews have been found to be in compliance with this regulation.

5. The physical review could require actions categorized as maintenance (eg operational tests, tests of Emergency Equipment, crew escape and weapons systems, visual inspections requiring panel opening etc). In this case, during the Mil AR process the correct maintenance recording procedures must be followed, in accordance with 4000 Series RAs and MAP-01.

6. The physical review will include a structured and thorough examination of the external and internal areas of the aircraft, consisting of as a minimum:

a. Appropriate standards of maintenance.

b. Husbandry standards of wiring looms and pipes.

c. Sample checking of components against the ADS.

d. Evidence of damage, wear and repairs to the aircraft structure.

e. Sample checking of modifications.

It is entirely appropriate that, where necessary the Mil AR surveyor ask for a sample amount of internal cladding to be removed to give visibility of the structure behind. .

7. The Maintenance Organization must provide qualified personnel as required in order to assist the Mil AR surveyor with such activity. However, the function of such personnel is limited to performing and certifying the maintenance action requested by the Mil AR surveyor and not performing the physical survey of the aircraft.

8. Mil ARs may be conducted on aircraft ’as flown’ or during periods of maintenance.




9. As a minimum, sample checks within each category of both the aircraft record and physical reviews must be carried out as specified by the Mil CAM.

10. It is expected that the Mil AR process will have been conducted within 21 days prior to the issue of the MARC.



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RA 4974 - Circumstances when Military Airworthiness Review Certificates become invalid - MRP Part M Sub Part I

Rationale A Military Airworthiness Review Certificate (MARC) is rendered invalid under certain circumstances.

Contents 4974(1): Circumstances when MARCs become invalid

Regulation 4974(1)

Circumstances when MARCs become invalid 4974(1) A MARC shall become invalid if:

a. Revoked by the Military Continuing Airworthiness Manager or MAA.

b. The aircraft is registered as inactive on the UK Military Aircraft Register.

c. Its validity date is exceeded. d. The aircraft is not under the management of a Military

Continuing Airworthiness Management Organization (Mil CAMO).


Circumstances when MARCs become invalid 1. A MARC should be revoked if:

a. The aircraft does not remain in conformity with the approved design, unless otherwise approved in accordance with MAA Regulatory Publications.

b. The aircraft has been operated beyond the limitations of the Air System Documentation Set (ADS), without appropriate action being taken.

c. The aircraft has been involved in an accident or incident that affects the airworthiness of the aircraft, without subsequent appropriate action to restore airworthiness.

d. A modification or repair has not been approved according to Design Approved Organization Scheme requirements in accordance with RA 10051, Service Modification procedures, or procedures detailed within the ADS provided by the Type Airworthiness Authority (TAA).

2. The Mil CAMO should inform the appropriate authorities (MAA and TAA) when a MARC is revoked.


Circumstances when MARCs become invalid 3. It is acceptable for the MARC of an aircraft to lapse (eg in storage, extended maintenance) however the restriction of RA 1016(3)2 will apply.

1 RA 1005 - Competent Organizations and Responsibilities 2 RA 1016 - Continuing Airworthiness Responsibilities




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