CONTINUING AIRWORTHINESS ENGINEERING …webarchive.nationalarchives.gov.uk/...1902-4ECB-AD6C.../4000Series.pdfService Inquiries into aircraft occurrences ... Regulatory Articles (RA):

CONTINUING AIRWORTHINESS

ENGINEERING (CAE) 4000 SERIES

REGULATORY ARTICLES

Intentionally Blank for Pagination

FOREWORD

1. Military Aviation Authority. With effect from 1 April 2010, the Secretary of State for Defence (SofS) established by Charter the Military Aviation Authority (MAA) as the single independent regulatory body for all Defence aviation activity. As the ‘Regulator’, Director General MAA (DG MAA) is accountable to SofS, through the 2nd Permanent Under Secretary of State (2nd PUS), 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. DG MAA is responsible for providing assurance to SofS that the appropriate standards of military Air Safety are maintained and is the Convening Authority for Service Inquiries into aircraft occurrences.

2. Regulatory Framework. DG 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 MRP documentation levels:

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) (this document).

(5) 5000 Series: Design and Modification Engineering Regulations (DME).

c. MAA Manuals:

(1) Manual of Air Safety.

(2) Manual of Post-Crash Management.

(3) Manual of Flying Orders for Contractors.

(4) Manual of Military Air Traffic Management.

(5) Manual of Aerodrome Design and Safeguarding.

(6) Manual of Maintenance and Airworthiness Processes.

(7) Manual of Maintenance and Airworthiness Processes – MOD Form 700 Series of Forms.

3. Unless specifically excluded, the CAE 4000 series of Regulatory Articles apply to any personnel, be they civilian or military involved in continuing airworthiness engineering of a civil or military registered aircraft, under MAA regulations.

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 Regulatory Articles within the MRP are Orders within the meaning of the Armed Forces Act. With the exception of Queen’s Regulations and MAA Regulatory Notifications (see below), the MRP has primacy over all other military aviation orders or instructions.

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 aircraft 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 cannot be less restrictive.

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 3 types of notification, dependent upon the nature of the information conveyed:

a. Regulatory Notice. A Notice will notify changes in structures, procedures, regulations, or provide operational or engineering guidance.

b. Regulatory Instruction. An Instruction will provide mandatory operational or engineering direction.

c. Regulatory Waiver/Exemption. A Regulatory Waiver/Exemption may be employed to grant temporary waivers or exemptions from extant regulations at the request of an operator and when agreed by the Regulator for specified periods.

Notifications will be approved by DG MAA, or at Director (2*) level, on his behalf. They will be promulgated to those with delegated/contracted responsibility for Air Safety such as Aviation Duty Holders within the Services and Accountable Managers within DE&S and 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. This Regulatory Notification process will exist in addition to the routine document amendment service but will only be used where more timely notification is required.

9. Commercial Implications. The MRP will be applied through contract to those organizations designing, producing, maintaining, handling or operating aircraft on the UK Military Aircraft Register. 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 ac on the UK Military Aircraft Register. 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. Where an organization has contracted to an earlier version of Military Aviation Regulations or Defence Standards, these will continue to apply unless changed through contract review. The increased risk associated with using legacy standards or Regulations must be monitored by MOD contracting authorities and contract changes made as required. The MAA will continue to monitor this situation through audit and inspection.

10. Sponsorship of the MRP and the authorization of amendments are the responsibility of DG MAA. Proposals for amendments to this document can be made in accordance with Chapter 3 of MAA01.

<Original signed>

J ALLAN

Head of Regulation MAA Technical Group Military Aviation Authority

1 July 2011

Intentionally left blank for print pagination

Page 1 of 12

4000 SERIES (CAE) REGULATORY ARTICLES

1. The CAE series of RA support preventive and corrective maintenance standards that can affect continuing airworthiness and hence influence Air Safety. Whilst the intention is to eventually merge the military and industry derived streams into a single regulatory set, by necessity, there are currently 2 streams of RA originating variously from either the former JAP100A-01 or Def Stan 05-130. Pending further rationalisation by the MAA, their usage is in accordance with the direction below:

a. The 4000-4700 series is drawn from the former JAP100A-01 and must be used to support Service CAE practices. It must be noted that these RA 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 RA. The Regulation is contained in the RA, but the AMC and GM remain intermingled within the referenced MAP chapters.

b. The 4800-4849 series is drawn from the former Def Stan 05-130 Pt1 and are intended for those holding a Mil Part 145 approval. The remaining parts of Def Stan 05-130 are yet to be ratified and thus no RA are yet available for Mil Part M, Mil Part 147 or Mil Part 66. Again it must be noted that these RA are very much an interim step and the formal MAA language and style adopted throughout the remainder of the MRP are not as yet rigorously enforced in these RA.

c. The 4900 to 4999 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. RAs governing the establishment and function of Continuing Airworthiness Management Organizations (CAMOs) are held within this series, referred to collectively as the “MRP Part M Sub Part G”. Other Sub Parts will be added to the 4900 series as they are developed.

2. The associated section headings from the input material have been retained to ease navigation, and sufficient scope exists to incorporate additional RA in the future.

3. The RA are supported by 2 reformatted manuals as outlined 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).

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

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

4050(1): Maintenance of RPAS RA 4050 Maintenance of Remotely Piloted Air

Systems (RPAS) 4050(2): Authorization of Non-engineering Tradesmen

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

4051(2): Flight Test Schedule

Page 2 of 12


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

4052(1): Physical Security

4053(1): Aircraft Preparation RA 4053 Royal Flights

4053(2): Aircraft Selection

4054(1): Qualification of Personnel

4054(2): Ground Handling Operation RA 4054 Ground Handling of Aircraft

4054(3): Ground Handling Supervision

4055(1): Ground Fuelling Operations – Personnel RA 4055 Fuelling Operations for Aircraft on the

Ground 4055(2): Ground Fuelling Operations – Considerations

4056(1): Parking of Aircraft in Icing Conditions RA 4056 Anti-Icing and De-Icing of Parked

Aircraft 4056(2): Timing of Aircraft De-icing

RA 4057 Flight Servicing 4057(1): Flight Servicing

RA 4058 Flight Servicing Competency Checks 4058(1): Flight Servicing Competency Checks

RA 4059 Continuous Charge 4059(1): Continuous Charge 4060(1): CBRN Decontamination Action RA 4060

Chemical, Biological, Radiological And Nuclear Decontamination and Protection 4060(2): CBRN Decontamination Prioritisation

4061(1): UFCM Occurrence Reporting RA 4061 Aircraft Abnormal Flying Characteristics

4062(2): Rogue Aircraft

RA 4062 Embarked Aviation 4062(1): Embarked Aviation

4063(1): Replenishment of Aircraft Oxygen Systems Within Ship’s Hangars

RA 4063 Replenishment of Liquid and Gaseous Oxygen Systems in Exceptional Circumstances 4063(2): Replenishment of Aircraft Oxygen Systems Within

Hardened Aircraft Shelters

RA 4100 Safety, Health, Environment and Fire Not used

4101(1): Cabin Pressure Testing RA 4101 Aircraft Cabin Pressure Testing - SHEF

4101(2): Personnel Requirements

RA 4102 Biological Security 4102(1): Biological Security

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

4104(1): Control of Compressed Gas and Pneumatic Lubricating Equipment

4150(1): Training and Competence RA 4150 Training and Competence 4150(2): Defence Systems Approach to Training Quality

Standard (DSAT QS)

RA 4151 Engineering Authorizations 4151(1): Engineering Authorizations

4152(1): Recording of Engineering Authorizations RA 4152 Recording of Engineering

Authorizations 4152(2): Authorization Record Distribution and Retention

Page 3 of 12


RA 4153 Signatures on Maintenance Documentation 4153(1): Signatures on Maintenance Documentation

RA 4154 Aircraft Ground Engineers 4154(1): Aircraft Ground Engineers

4155(1): Self-Supervision Authorization RA 4155 Self-Supervision

4155(2): Identification of Self-Supervised Tasks

4156(1): Authorization of Elementary Self-Supervision RA 4156 Elementary Self-Supervision 4156(2): Identification of Elementary Self-Supervised

Maintenance Activities

RA 4157 Delineation of Responsibilities for Engineering Authorizations Not used

RA 4158 Authorization of Aircrew to carry out Aircraft Maintenance Work

4158(1): Authorization of Aircrew to carry out Aircraft Maintenance Work

RA 4159 Operation of Air Transport Systems by Movements Personnel

4159(1): Operation of Air Transport Systems by Movements Personnel

RA 4160 Contractors’ Representatives at Stations, Ships and Units Not used

4161(1): Requirements Definition RA 4161

Contractors’ Working Parties Maintaining Aircraft at Stations, Ships and Units 4161(2): Contracts

4200(1): Maintenance RA 4200 Maintenance Policy – General

4200(2): Continued Airworthiness

4201(1): Composite Materials Maintenance

4201(2): Composite Materials Awareness and Husbandry RA 4201 Maintenance Policy – Composite Materials

4201(3): Recording of Composite Materials Related Maintenance

RA 4202 Maintenance of Aircraft in Multi-Service Environments

4202(1): 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

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

4205(2): Unserviceable Aircraft

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

RA 4205 Corrective Maintenance

4205(8): Aircrew Reporting of Faults

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

4206(1): Deferment of Maintenance – Guidance on the Use of Limitations and Acceptable Deferred Faults

RA 4207 Maintenance of Aircraft and Equipment in Extreme Environments Not used

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

Page 4 of 12


RA 4209 Maintenance of Aircraft in Hardened Aircraft Shelters Not used

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): Ground Training Aids

4212(1): Effective GIA and Aero Engines RA 4212 Ground Instructional Aircraft and Aero-

Engines 4212(2): Non-effective GIA

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 4215 Support Policy Statement – Aircraft Not used

RA 4216 Support Policy Statement - Equipment Not used

4250(1): Use of Hand Tools and Test and Measuring Equipment (TME)

RA 4250 Management of Hand Tools and Test and Measuring Equipment 4250(2): Identification of Hand Tools and Test and

Measuring Equipment (TME)

RA 4251 Tool Control Procedures 4251(1): Tool Control Procedures

RA 4252 Hand Tool Provisioning Not used

4253(1): Responsibilities of Ground Crew or Passengers

4253(2): Loose Article Searches RA 4253 Loose Articles – Precautions and Recovery Procedures

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

RA 4254 Manufacture of Parts for Aircraft and Airborne Equipment

4254(1): 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 4258 Modular Support Storage and Transportation System Not used

RA 4259 Usage and Management of Remote Viewing Aid Equipment Not used

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

RA 4260 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): Aircraft Independent Inspections

RA 4262 Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment

4262(1): Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment

RA 4263 Shift and Task Handover Procedures 4263(1): Shift and Task Handover

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

4264(2): In-Situ Welding

Page 5 of 12


RA 4265 Laser Equipment Maintenance 4265(1): Laser Equipment Maintenance

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

RA 4300 Certification of Aircraft Maintenance Documentation 4300(1): Certification of Aircraft Maintenance Documentation

RA 4301 Recording of Aircraft Maintenance Not used

RA 4302 MOD Form 700 Documentation 4302(1): MOD Form 700 Documentation

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

4303(2): Complementary requirements of an LIS

RA 4304 Electronic Certification of Aircraft Maintenance 4304(1): Electronic Certification of Aircraft Maintenance

RA 4305 Electronic Documentation of Aircraft Maintenance 4305(1): Electronic Documentation of Aircraft Maintenance

4306(1): GMS functionality requirements RA 4306 Management of Arisings Within a

Ground Maintenance System (GMS) 4306(2): GMS user requirements

RA 4307 Fault Reporting 4307(1): Fault Reporting

RA 4308 Narrative Fault Reporting using the MOD Form 760 Series Not used

RA 4309 Serious Fault Signal Procedure Not used

RA 4310 Engineering Aspects of Air or Ground Occurrence Reporting Not used

RA 4311 Retention of Military Aviation Engineering Documentation

4311(1): Retention of Military Aviation Engineering Documentation

RA 4312 Scanning and Electronic Storage of Military Aviation Engineering Documentation

4312(1): 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): Amendment to Technical Information

RA 4354 MOD Form 765 – Unsatisfactory Feature Report for Military Air Environment Technical Information - Process

Not used

RA 4355 Amendments to Technical Information using the Advanced Information Leaflet or the Service Amendment Leaflet

Not used

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 4400 Recovery and Transportation of Aircraft and Large Aircraft Components Not used

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

4402(1): Technical Equipment – Conditioning and Preparation for Movement or Storage

RA 4403 Expedient Repair 4403(1): Expedient Repair

RA 4404 Aircraft Repair Not used

Page 6 of 12


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

4405(1): Assessment, Categorization and Repair of Aircraft and Aircraft Structural Components

RA 4406 New Repair Instructions and Aerospace Equipment Design Requests

4406(1): New Repair Instructions and Aerospace Equipment Design Requests

RA 4456 Special Instructions Not used

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

RA 4458 Special Instructions (Technical) – Categories Not used

RA 4459 Special Instructions (Technical) – General Procedures and Responsibilities

Not used

RA 4460 Special Technical Instructions and Servicing Instructions - Layout Not used

RA 4461 Urgent and Routine Technical Instructions - Layout Not used

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

4462(2): ALTI Restriction

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

RA 4501 Vibration Control 4501(1): Vibration Control

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

4502(2): Frequency of WDM Sampling

4503(1): Hydraulic Monitoring – Aircraft RA 4503 Hydraulic Oil Monitoring 4503(2): Hydraulic Monitoring – Aerospace Ground

Equipment (AGE)

RA 4504 Non-Destructive Testing 4504(1): Non-Destructive Testing (NDT)

RA 4505 Non-Destructive Testing - Tasking Procedures Not used

RA 4506 Non-Destructive Testing - Recording Not used

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

RA 4507 Aircraft Environmental Damage Prevention and Control 4507(2): Component Environmental Damage Prevention and

Control Programme

RA 4508 Submission of Materials for Destructive Testing Not used

RA 4509 Aircraft Domestic Water 4509(1): Aircraft Domestic Water

RA 4510 Ground Running of Aero-Engines and Auxiliary Power Units 4510(1): Ground Running of Aero-Engines and APUs

RA 4511 Composition and Responsibilities of Installed Aero-Engine Running Teams Not used

RA 4512 Composition and Responsibilities of Uninstalled Engine Test Facility Running Teams

Not used

RA 4513 Training and Authorization of Aero-Engine Operators Not used

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

Page 7 of 12


4515(1): Use of Standardized FLAP RA 4515 Fuels, Lubricants and Associated

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

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

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

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

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

4556(1): Maintenance of Pitot Static Systems RA 4556 Pitot Static Systems – Maintenance

Responsibilities 4556(2): Sense and Leak Tests

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

4557(1): Electrostatic Discharge Sensitive Devices – Prevention of Damage by Static Electricity

RA 4558 Aircraft TEMPEST Testing 4558(1): Aircraft TEMPEST Testing

RA 4559 Aircraft COMSEC Material 4559(1): Aircraft COMSEC Material

RA 4561 Maintenance of Aircraft Compass Accuracy 4561(1): Maintenance of Aircraft Compass Accuracy

RA 4562 Electronic Warfare and Avionics Detachment (EWAD) – Structure, Function and Tasking Arrangements

Not used

4600(1): Movement of AAES

4600(2): AAES Safety Precautions RA 4600 Aircraft Assisted Escape Systems – 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 4605 Compressed Gas Cylinders having an Airborne Application

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

RA 4606 Ground Support Equipment Not used

4607(1): Role Equipment Preventive Maintenance Schedule RA 4607 Aircraft Role Equipment – Maintenance,

Modification and Control 4607(2): Maintenance of Role Equipment

RA 4650 Organizations Responsible for Ordnance, Munitions and Explosives Safety

Not used

Page 8 of 12


RA 4651 Air Launched Munitions PT – Responsibilities for Aircraft Weapon Systems and OME Safety

Not used

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

4653(1): 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 Ancilliaries 4656(1): Lifing of Explosives and Associated Ancilliaries

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

RA 4658 Chaff – Hazards Associated with Spillage Not used

RA 4659 Operational and End of Runway Arming Not used

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 4661 Armament Engineering Documentation Not used

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

RA 4701 Quality Occurrence Reporting 4701(1): Quality Occurrence Reporting

RA 4702 Quality Auditing 4702(1): Quality Auditing

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

4801(1): The Regulator (MIL 145.A.1(1)) RA 4801 General (MIL 145.A.1)

4801(2): Certifying Staff (Mil 145.A.1(2))

RA 4802 Scope (MIL 145.A.10) 4802(1): Scope (MIL 145.A.10)

RA 4803 Application (MIL 145.A.15) 4803(1): Application (MIL 145.A.15)

RA 4804 Terms of Approval (MIL 145.A.20) 4804(1): Terms of Approval (MIL 145.A.20)

RA 4805 Facility Requirements (MIL 145.A.25) 4805(1): Facility Requirements (MIL 145.A.25)

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

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

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

4806(4): Maintenance Man-hour Plan (MIL 145.A.30(d))

4806(5): Personnel Competences (MIL 145.A.30(e))

4806(6): Non-destructive Testing (MIL 145.A.30(f)) 4806(7): Aircraft Forward Maintenance Staff (MIL 145.A.30(g)) 4806(8): Aircraft Certifying Staff (MIL 145.A.30(h))

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

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

4806(10): Non-engineering Certifying Staff (MIL 145.A.30(j))

Page 9 of 12


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

4807(2): Certification Authorization to Certifying Staff (MIL.145.A.35(b))

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

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

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

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

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

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

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

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

4807(11): Retention Period for Certification Records (MIL.145.A.35(k)) 4807(12): Provision to Staff of a Copy of their Certification Authorization (MIL.145.A.35(l)) 4807(13): Requirement to Produce Certification Authorization (MIL.145.A.35(m))

RA 4807 Certifying Staff and MIL. CAT B1 & B2 Support Staff (MIL. 145.A.35)

4807(14): Minimum Age of Certifying Staff (MIL.145.A.35(n))

4808(1): Equipment Tools and Materials (MIL 145.A.40(a)) RA 4808 Equipment Tools and Material (MIL.

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

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

4809(2): Eligibility of Component (MIL 145.A.42(b))

4809(3): Fabrication of Components (MIL 145.A.42(c)) RA 4809 Acceptance of Components (MIL. 145.A.42)

4809(4): Certification of Components as Unsalvageable (MIL 145.A.42(d))

4810(1): Approved and Current Maintenance Data (MIL 145.A.45(a))

4810(2): Applicable Maintenance Data (MIL 145.A.45(b))

4810(3): Requirement to Inform Maintenance Data Author of Errors (MIL 145.A.(c))

4810(4): Modification of Maintenance Data (MIL 145.A.45(d))

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

4810(6): Availability of Maintenance Data (MIL 145.A.45(f))

RA 4810 Maintenance Data (MIL. 145.A.45)

4810(7): Maintaining the Accuracy of Maintenance Data (MIL 145.A.45(g))

4811(1): Production Planning System (MIL 145.A.47(a)) RA 4811 Production Planning (MIL. 145.A.47)

4811(2): Human Performance Limitations (MIL 145.A.47(b))

Page 10 of 12


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

4812(1): Certificate of Maintenance (MIL 145.A.50(a))

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

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

4812(4): Component Certificate of Maintenance (MIL 145.A.50(d))

4812(5): Incomplete Maintenance (MIL 145.A.50(e))

RA 4812 Certification of Maintenance (MIL. 145.A.50)

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

4813(1): Recording of Maintenance Work (MIL 145.A.55(a))

4813(2): Copies of Certificates of Maintenance (MIL 145.A.55(b)) RA 4813 Maintenance Records (MIL. 145.A.55)

4813(3): Retention of Maintenance Records (MIL 145.A.55(c))

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

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

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

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

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

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

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

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

RA 4815 Safety & Quality Policy (MIL 145.A.65)

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

4816(1): Content of a Maintenance Organization Exposition (MOE) (MIL 145.A.70(a))

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

4816(3): Minor Amendment of an MOE (MIL 145.A.70(c)) RA 4816 Maintenance Organization Exposition

(MIL 145.A.70)

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

RA 4817 Privileges of the Organization (MIL 145.A.75) 4817(1): Privileges of the Organization (MIL 145.A.75)

RA 4818 Limitations on the Organization (MIL 145.A.80) 4818(1): Limitations on the Organization (MIL 145.A.80)

RA 4819 Changes to the Organization (MIL 145.A.85) 4819(1): Changes to the Organization (MIL 145.A.85)

4820(1): Approval Duration (MIL 145.A.90) RA 4820 Continued Validity (MIL 145.A.90) 4820(2): Return of Approval on Surrender or Revocation

(MIL 145.A.90(b))

4821(1): Level 1 Findings (MIL 145.A.95(a)) RA 4821 Findings (MIL 145.A.95)

4821(2): Level 2 Findings (MIL 145.A.95(b))

Page 11 of 12


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

RA 4822 Use of MOD Form 731 for Maintenance (MIL PART 145 APPENDIX A) Not used

4825(1): Scope (MIL 145.B.01)

4825(2): Competent Authority (MIL 145.B.10)

4825(3): Organizations Located in Several Member States (MIL 145.B.15)

4825(4): Acceptable Means of Compliance (MIL 145.B.17)

4825(5): Initial Approval (MIL 145.B.20)

4825(6): Issue of Approval (MIL 145.B.25)

4825(7): Continuation of Approval (MIL 145.B.30)

4825(8): Changes (MIL 145.B.35)

4825(9): Maintenance Organization Exposition (MOE) Amendments (MIL 145.B.40)

4825(10): Revocation, Suspension and Limitation of Approval (MIL 145.B.45)

4825(11): Findings (MIL 145.B.50)

4825(12): Record Keeping (MIL 145.B.55)

RA 4825 Procedures for the Competent AUTHORITY (MIL 145.B)

4825(13): Exemptions (MIL 145.B.60)

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

4943(1): Provision of the CAME RA4943

RA 4943 – Continuing Airworthiness Management Exposition (CAME) - MRP Part M Sub Part G 4943(2): CAME Amendments Approval

4945(1): Role of the Duty Holder

4945(2): Requirements for the MOD Continuing Airworthiness Manager

4945(3): Qualification of Personnel RA4945 RA 4945 - Personnel Requirements -

MRP Part M Sub Part G

4945(4): ARC Personnel

RA4947 RA 4947 - Continuing Airworthiness Management - MRP Part M Sub Part G 4947(1): CAMO Responsibilities

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

4951(1): Establishing a Quality System

4951(2): Functions of the Quality System RA4951 RA 4951 - Quality System - MRP Part M Sub Part G

4951(3): Retention of Quality System Records

4953(1): CAMO Responsibilities RA4953 RA 4953 - Record Keeping - MRP Part M

Sub Part G 4953(2): Retention of Records

4954(1): Continued Validity of Approval RA4954 RA 4954 - Continued Validity of

Approval - MRP Part M Sub Part G 4954(2): Approval, Surrender or Revocation

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

Page 12 of 12


RA4956 RA 4956 – CAMO Tasks Performed by Other Organizations - MRP Part M Sub Part G

4956(1): Sub-Contracting of CAMO Tasks

- Manual of Maintenance and Airworthiness Processes

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

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

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

Page 2 of 2 RA Initial Issue


RA 4050 - Maintenance of Remotely Piloted Air Systems (RPAS)

Rationale RPAS consist of several elements that are critical to engineering and flight safety. A RPAS includes elements such as the ground-based control unit, ground-launch system and the RPAS and all associated flight safety-critical elements.

Contents 4050(1): Maintenance of RPAS 4050(2): Authorization of Non-engineering Tradesmen

Regulation 4050(1) 4050(2)

Maintenance of RPAS 4050(1) All RPAS operated within the Military Air Environment shall

be maintained in accordance with the same policy and procedural requirements applicable to manned aircraft.

Authorization of Non-engineering Tradesmen 4050(2) Non-engineering tradesmen involved in RPAS assembly,

pre-flight checks, flight servicing and user maintenance, shall undergo annual flight servicing competency checks, to include all relevant aspects of RPAS maintenance tasks, in accordance with RA4058, prior to re-authorization.

Acceptable Means of Compliance 4050(1) 4050(2)

1. Acceptable Means of Compliance is contained within MAP Chapter 2.1.

Guidance Material 4050(1) 4050(2)

2. Guidance Material and associated processes are contained within MAP Chapter 2.1.


Regulatory Article




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).






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 When UK military aircraft containing classified equipment are at foreign or UK civilian airfields, their physical security is an operational matter in accordance with JSP 440. In broad terms, the measures fall into 2 groups: those associated with NATO/UK civilian airfields and those associated with non-NATO foreign airfields. The degree of any aircraft engineering input required will vary according to the threat level.

Contents 4052(1): Physical Security

Regulation 4052(1)

Physical Security 4052(1) All UK military registered aircraft shall be afforded

appropriate physical security when located at UK civilian or any foreign airfield.


1. The extent of the physical security measures should be determined by Front Line Command. Further details are contained within MAP Chapter 2.3.






Page 2 of 2 RA 4052 initial Issue


RA 4053 - Royal Flights

Rationale This Regulatory Article identifies the criteria for the selection and use of RN, RAF, Army, and Military-Registered Civil-Owned (MRCO) aircraft for royal flights. It applies to flights, of any nature, at home and abroad, by any of the Principal members of the Royal Family, plus any other nominated person of comparable status, when so directed by the Secretary of State for Defence. Additionally there will be occasions when other members of the Royal Family or other VIPs, are authorized to fly in a Service aircraft. On these occasions, any special engineering measures considered necessary are to be determined by the appropriate Front Line Command (FLC) and the relevant Project Team (PT).

Contents 4053(1): Aircraft Preparation 4053(2): Aircraft Selection

Regulation 4053(1) 4053(2)

Aircraft Preparation 4053(1) In the selection, preparation and maintenance of appropriate

aircraft for royal flights, special emphasis shall be placed on measures adopted to ensure utmost safety and to minimize interruptions to royal programmes due to un-serviceability.

Aircraft Selection 4053(2) The selection of the actual aircraft (including possible

reserves, as required) shall be personally made by an authorized person. When the appropriately authorized person is not available, advice shall be sought from the appropriate FLC.




2. Guidance Material and associated processes are contained within Chapter 2.4.




Page 2 of 2 RA 4053 Initial Issue


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 A flight servicing regime contains those maintenance activities that determine the condition of an aircraft post flying and those maintenance activities that prepare it for its next period of flying to ensure that it may be carried out safely and effectively.

Contents 4057(1): Flight Servicing

Regulation 4057(1)

Flight Servicing 4057(1) Aircraft shall have a current flight servicing before flight.






Regulatory Article




RA 4058 - Flight Servicing Competency Checks

Rationale Flight servicing is one of the principle processes utilized within the Military Air Environment (MAE) to maintain the airworthiness of aircraft. It is therefore imperative that high standards of workmanship are employed at all times when carrying out these activities.

Contents 4058(1): Flight Servicing Competency Checks

Regulation 4058(1)

Flight Servicing Competency Checks 4058(1) All personnel who undertake flight servicing on aircraft, within

the Military Air Environment (MAE), shall periodically undergo flight servicing competency checks.




2. Guidance Material and associated process are contained within MAP Chapter 2.8.1.


Regulatory Article




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 Aircraft Document Set (ADS).

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

the appropriate PT shall be notified.






Regulatory Article




RA 4062 - Embarked Aviation

Rationale This Regulatory Article deals with the special requirements, training, techniques and regulations regarding air engineering at sea required due to the increased risk of operating in the maritime environment.

Contents 4062(1): Embarked Aviation

Regulation 4062(1)

Embarked Aviation 4062(1) The Air Engineering aspects of embarked aircraft operations

shall be subject to additional risk mitigation.






Regulatory Article




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

Rationale Some aircraft have liquid or gaseous oxygen systems, which require replenishing. However, the leakage of oxygen creates an oxygen-rich atmosphere in which any fire will spread rapidly. Furthermore, if certain petroleums, oils and lubricants (POL) contaminate an aircraft oxygen system, the act of replenishment may itself initiate combustion. Due to these hazards, aircraft oxygen systems are never replenished within a ship’s hangar and are not normally replenished when passengers are on board, emplaning or deplaning.

Contents 4063(1): Replenishment of Aircraft Oxygen Systems Within Ship’s Hangars 4063(2): Replenishment of Aircraft Oxygen Systems Within Hardened Aircraft Shelters

Regulation 4063(1) 4063(2)

Replenishment of Aircraft Oxygen Systems Within Ship’s Hangars 4063(1) The replenishment of aircraft oxygen systems within a ship’s

hangar shall not be authorized. Replenishment of Aircraft Oxygen Systems Within Hardened Aircraft Shelters 4063(2) The replenishment of aircraft oxygen systems within a

Hardened Aircraft Shelter or with passengers/casualties on board shall be strictly controlled.






Regulatory Article




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

Rationale Cabin pressure testing is a recurring maintenance task for all aircraft that have pressurised cockpits or cabins. Whether pressurization is achieved through use of a ground test rig or the aircraft’s own engines, the cabin becomes a pressure container during the testing and therefore precautions need to be taken to safeguard both personnel and aircraft.

Contents 4101(1): Cabin Pressure Testing 4101(2): Personnel Requirements

Regulation 4101(1) 4101(2)

Cabin Pressure Testing 4101(1) Cabin pressure testing shall be a controlled activity. Personnel Requirements 4101(2) Personnel shall undertake no more than 3 maximum

differential pressurizations in a 12-hour period.






Regulatory Article




RA 4102 - Biological Security

Rationale The term ‘Biological Security’ encompasses a number of different but related threats to nations. In simple terms a biological security policy is required to stop the spread of diseases affecting humans, animals and flora, and the spread of pests, flora and fauna to a country or region where they do not currently, or naturally, occur. Biological security policy exists for most countries in a myriad of disparate legislative documents. MOD biological security policy has brought together policies from these disparate sources and consolidated them further by country and subject.

Contents 4102(1): Biological Security

Regulation 4102(1)

Biological Security 4102(1) Formations, Stns/Ships/Units or individuals organizing any

military operation, exercise or expedition that involves moving aircraft, equipment or components across national borders shall comply with extant biological security requirements.


1. Acceptable Means of Compliance is contained with MAP Chapter 3.4.




Regulatory Article




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 Addresses possible Safety, Health, Environment and Fire (SHEF) hazards and responsibilities relating to the use of compressed gas and pneumatic lubricating equipment for aircraft-related maintenance activities.

Contents 4104(1): Control of Compressed Gas and Pneumatic Lubricating Equipment

Regulation 4104(1)

Control of Compressed Gas and Pneumatic Lubricating Equipment 4104(1) The use of compressed gas and pneumatic lubricating

equipment shall be strictly controlled.






Regulatory Article




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

Regulation 4150(1) 4150(2)

Training and Competence 4150(1) All personnel who maintain aircraft and associated

equipment shall be trained and assessed as competent to do so.

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






Regulatory Article




RA 4151 - Engineering Authorizations

Rationale The authority to carry out engineering tasks and to sign maintenance documentation is granted to personnel who have demonstrated competence. Engineering managers require a range of personnel with a variety of competencies to perform all the engineering activities required to maintain aircraft and equipment to an airworthy standard and to perform their operational roles.

Contents 4151(1): Engineering Authorizations

Regulation 4151(1)

Engineering Authorizations 4151(1) All personnel required to carry out maintenance tasks shall

be authorized to do so.






Regulatory Article




RA 4152 - Recording of Engineering Authorizations

Rationale Whenever an engineering authorization has been granted to, or withdrawn from, personnel in accordance with MAP Chapter 4.3, a system is required to ensure that the activity is recorded in an auditable fashion.

Contents 4152(1): Recording of Engineering Authorizations 4152(2): Authorization Record Distribution and Retention

Regulation 4152(1) 4152(2)

Recording of Engineering Authorizations 4152(1) Engineering authorizations shall be recorded using an

approved system. Authorization Record Distribution and Retention 4152(2) Personnel shall be given a copy of their authorizations.






Regulatory Article




RA 4153 - Signatures on Maintenance Documentation

Rationale In the interest of safety and airworthiness there is a chain of individual responsibilities for maintenance work and a system for recording any work carried out. Once signed, maintenance documents constitute legally binding certificates; therefore, the importance of correct recording and certification cannot be over-emphasized.

Contents 4153(1): Signatures on Maintenance Documentation

Regulation 4153(1)

Signatures on Maintenance Documentation 4153(1) Only authorized personnel shall sign maintenance

documentation.






Regulatory Article




RA 4154 - Aircraft Ground Engineers

Rationale Aircraft that operate away from their Stn/Unit may be accompanied by Aircraft Ground Engineers (AGEs) to provide engineering support in order to optimize operational availability at deployed locations. AGEs are specially trained and authorized to undertake a wide range of aircraft type flight servicing and maintenance tasks within and outside their own trade group, with the minimum of technical support and resources as standard, for the period of their tour.

Contents 4154(1): Aircraft Ground Engineers

Regulation 4154(1)

Aircraft Ground Engineers 4154(1) Only personnel that have undergone specific training shall

be employed as Aircraft Ground Engineers.






Regulatory Article




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): Self-Supervision Authorization 4155(2): Identification of Self-Supervised Tasks

Regulation 4155(1) 4155(2)

Self-Supervision Authorization 4155(1) Personnel required to be self-supervisors shall be authorized

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

be carried out by a self-supervisor.


1. Acceptable Means of Compliance is contained within MAP Chapter 4.5




Regulatory Article UNCONTROLLED COPY WHEN PRINTED

Page Intentionally Blank for Pagination

Page 2 of 2 UNCONTROLLED COPY WHEN PRINTED RA Initial Issue


RA 4156 - Elementary Self-Supervision

Rationale The processes embedded within RA 4155 require relevant Project Teams (PTs) to identify maintenance activities that must not be carried out by self-supervisors. The remaining maintenance activities (which are therefore eligible for self-supervision) encompass the full spectrum of maintenance tasks and consequently include a broad range of complexity. It is therefore appropriate to further identify those activities that are simple and/or repetitive in nature that can be carried out by less-experienced personnel. These are called Elementary Self-supervision (ESS) maintenance activities.

Contents 4156(1): Authorization of Elementary Self-Supervision 4156(2): Identification of Elementary Self-Supervised Maintenance Activities

Regulation 4156(1) 4156(2)

Authorization of Elementary Self-Supervision 4156(1) Personnel required to be Elementary self-supervisors shall

be authorized to do so. Identification of Elementary Self-Supervised Maintenance Activities 4156(2) Elementary self-supervised maintenance activities shall be

identified in Stn/Ship/Unit Aviation Engineering Standing Orders.






Regulatory Article




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

Rationale To increase the flexibility of aircraft operations, aircrew may be authorized to undertake or participate in preventive and corrective maintenance activities on the aircraft type on which they are currently employed. These are activities that may be carried out solely by aircrew, or by aircrew supplementing the engineering organization.

Contents 4158(1): Authorization of Aircrew to Carry Out Aircraft Maintenance Work

Regulation 4158(1)

Authorization of Aircrew to Carry Out Aircraft Maintenance Work 4158(1) Aircrew required to carry out a specified range of preventive

and corrective maintenance activities pertinent to the type/mark of aircraft or aircraft equipment on which they are currently employed to operate shall be authorized to do so.






Regulatory Article




RA 4159 - Operation of Air Transport Systems by Movements Personnel

Rationale Operation of aircraft systems during the loading and unloading of aircraft is normally undertaken by either aircrew or authorized engineering personnel. However, to increase operational flexibility within the aircraft fleet, movements personnel may be authorized to instruct on, or operate, those aircraft systems necessary for loading and unloading aircraft.

Contents 4159(1): Operation of Air Transport Systems by Movements Personnel

Regulation 4159(1)

Operation of Air Transport Systems by Movements Personnel 4159(1) Movements personnel, who are required to operate aircraft

systems in the process of loading or unloading aircraft shall be trained and authorized.






Regulatory Article




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

Rationale A Contractor’s Working Party (CWP) may be employed to undertake specified maintenance tasks on aircraft at a Stn/Ship/Unit, eg Category 3 repairs, embodiment of modifications, or installations of aircraft equipment.

Contents 4161(1): Requirements Definition 4161(2): Contracts

Regulation 4161(1) 4161(2)

Requirements Definition 4161(1) Project Teams shall define the requirements for a

Contractor’s Working Party (CWP) to maintain aircraft at a Stn/Ship/Unit.

Contracts 4161(2) Project Teams shall raise a contract for each CWP task, or a

running contract for a permanent CWP.






Regulatory Article




RA 4200 - Maintenance Philosophy - General

Rationale Maintenance is a combination of the engineering and supporting administrative actions taken to retain materiel in a serviceable condition or to restore it to serviceability. The function of maintenance within the MAE is to maintain, in the most cost-effective manner, aircraft and related equipment in a condition such that they are capable of fulfilling their declared purpose throughout their required life.

Contents 4200(1): Maintenance 4200(2): Type Airworthiness

Regulation 4200(1) 4200(2)

Maintenance 4200(1) Aircraft and associated equipment shall be subject to

preventive and corrective maintenance, supported by appropriate sustainment or enhancement modification action.

Type Airworthiness 4200(2) PTs shall ensure the type airworthiness of their platform-

type by using a system of assessment that ensures the on-going analysis of the fault management system, a fundamental part of which is the Fault Reporting And Corrective Action System (FRACAS).


1. Acceptable Means of Compliance is contained within MAP Chapter 5.1 .


2. Guidance Material and associated processes are contained within MAP Chapter 5.1 .

RA 4200 Initial Issue Ail 1 UNCONTROLLED COPY WHEN PRINTED Page 1 of 2

Regulatory Article 4200 UNCONTROLLED COPY WHEN PRINTED

Page Intentionally Blank for Pagination

Page 2 of 2 UNCONTROLLED COPY WHEN PRINTED RA 4200 Initial Issue Ail 1


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

Rationale Specific conditions must be satisfied prior to personnel from one UK Armed Service undertaking any maintenance on an aircraft of another UK Armed Service or on a foreign aircraft under an Aircraft Cross-Servicing (ACS) agreement.

Contents 4202(1): Maintenance of Aircraft in Multi-Service Environments

Regulation 4202(1)

Maintenance of Aircraft in Multi-Service Environments 4202(1) Only appropriately authorized personnel shall be permitted

to conduct maintenance on an aircraft from another UK Armed Service.






Regulatory Article



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): Unserviceable Aircraft 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) 4205(2) 4205(3) 4205(4) 4205(5) 4205(6) 4205(7) 4205(8)

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

and Repair As Necessary’. Unserviceable Aircraft 4205(2) An aircraft or equipment shall be considered unserviceable

and therefore requires corrective maintenance whenever a fault is reported to, or detected by, the responsible engineering organization, a loose article is suspected or confirmed, or a component/item is cannibalized.

Corrective Maintenance Capabilities 4205(3) Project Teams (PTs) 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.

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 PT or determined at the time by an authorized person from the relevant maintenance organization.

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.

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.



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 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.

Acceptable Means of Compliance 4205(1) 4205(2) 4205(3) 4205(4) 4205(5) 4205(6) 4205(7) 4205(8)


Guidance Material 4205(1) 4205(2) 4205(3) 4205(4) 4205(5) 4205(6) 4205(7) 4205(8)




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

Rationale Aircraft, and role equipment subject to MOD Form 700 management, must be maintained in accordance with the regulations and limits detailed within the Aircraft Document Set (ADS) or Technical Information (TI). However, where operational needs dictate or where it is expedient to do otherwise, it may be necessary to authorize deferment of maintenance that is outside the ADS or TI limits.

Contents 4206(1): Deferment of Maintenance – Guidance on the Use of Limitations and Acceptable Deferred Faults

Regulation 4206(1)

Deferment of Maintenance – Guidance on the Use of Limitations and Acceptable Deferred Faults 4206(1) Maintenance shall only be deferred by authorized personnel

if considered justifiable and safe.










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.










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 It is vitally important that permanent training equipment does not accidentally re-enter the supply chain once it has been allocated to a training organization. In order to identify these items, aircraft components that are physically capable of being fitted to an aircraft or aircraft system need to be controlled to stop fitment.

Contents 4211(1): Ground Training Aids

Regulation 4211(1)

Ground Training Aids 4211(1) All aircraft Ground Training Aids (GTAs), components and

manufactured GTAs shall be strictly controlled to stop the return of these items into the supply chain.






Regulatory Article




RA 4212 - Ground Instructional Aircraft and Aero-Engines

Rationale Ground Instructional Aircraft (GIA) and/or aero-engines are used for ground training in order to maintain a high degree of realism during training. GIA and/or aero-engines can be fully representative aircraft or aero-engines with fully or partly operational systems and components, or less representative aircraft or aero-engines with only certain systems or components used for training purposes. To maintain realism and allow return to service, GIA and Aero-Engines need to be maintained as fully operational equipment.

Contents 4212(1): Effective GIA and Aero-Engines 4212(2): Non-effective GIA

Regulation 4212(1) 4212(2)

Effective GIA and Aero-Engines 4212(1) ‘Effective’ Ground Instructional Aircraft (GIA) and aero-

Engines shall be maintained and used in accordance with approved data.

Non-effective GIA 4212(2) For ‘non-effective’ GIA the training organization shall obtain

any necessary engineering support through its engineering chain of command or FLC.






Regulatory Article




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 Aircraft 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.


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


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


Regulatory Article




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

Rationale Control and management of hand tools is essential to flight safety and the maintenance of airworthiness. This regulation details the general principles for the management of hand tools, in order to reduce the risk of a hand tool being misplaced and becoming a loose article hazard.

Contents 4250(1): Use of Hand Tools and Test and Measuring Equipment (TME) 4250(2): Identification of Hand Tools and Test and Measuring Equipment (TME)

Regulation 4250(1) 4250(2)

Use of Hand Tools and Test and Measuring Equipment (TME) 4250(1) Organizations within the Military Air Environment shall only

use Service supplied hand tools and Test and Measuring Equipment (TME) of the correct type when undertaking maintenance activities on aircraft and aircraft associated equipment.

Identification of Hand Tools and Test and Measuring Equipment (TME) 4250(2) All hand tools and TME shall be uniquely identified and

stored in an authorized location.






Regulatory Article




RA 4251 - Tool Control Procedures

Rationale Any unaccounted tool left in or on an aircraft poses a serious flight safety risk. Therefore, strict tool control procedures are required to prevent such occurrences.

Contents 4251(1): Tool Control Procedures

Regulation 4251(1)

Tool Control Procedures 4251(1) Organizations within the Military Air Environment shall

employ control procedures to ensure full accountability and traceability of all hand tools used on aircraft or aircraft associated equipment.






Regulatory Article




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

Rationale It is sometimes necessary for Stns/Ships/Units to locally manufacture Aircraft Parts and Airborne Equipment.

Contents 4254(1): Local Manufacture of Parts for Aircraft and Airborne Equipment

Regulation 4254(1)

Local Manufacture of Parts for Aircraft and Airborne Equipment 4254(1) The local manufacture of Aircraft Parts and Airborne

Equipment shall be authorized and in accordance with approved data.


1. Acceptable Means of Compliance is contained within MAP Chapters 6.3 and 11.7.


2. Guidance Material and associated processes are contained within MAP Chapters 6.3 and 11.7.


Regulatory Article




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

Rationale The integrity of aircraft control systems is vital to the safety of an aircraft and its occupants. Independent inspections following maintenance activities, including any action that could affect the correct functioning of the system, are vital to the airworthiness of an aircraft.

Contents 4261(1): Aircraft Independent Inspections

Regulation 4261(1)

Aircraft Independent Inspections 4261(1) An independent inspection shall be done whenever

maintenance work involves disconnection, replacement, connection, assembly or adjustment of any element of a control system.






Regulatory Article




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

Rationale Removing serviceable parts from aircraft or uninstalled aircraft equipment in order to make other aircraft serviceable – cannibalization – wastes engineering resources and causes unwanted disturbances to donor aircraft systems or uninstalled aircraft equipment. As an exception, however, cannibalization may be necessary if Stns/Ships/Units are to meet specific tasking. In addition, it may be necessary to cannibalize an item to ensure that an aircraft meets its scheduled rollout date following maintenance/modification.

Contents 4262(1): Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment

Regulation 4262(1)

Cannibalization of Parts from Aircraft and Uninstalled Aircraft Equipment 4262(1) Cannibalization of parts from aircraft and uninstalled aircraft

equipment shall be strictly controlled and documented.






Regulatory Article




RA 4263 - Shift and Task Handover

Rationale Particularly within the Military Air Environment (MAE), maintenance personnel frequently work under operational pressures and in inhospitable environments. It is universally recognized that at the point of changing shift, or handing over a task, the need for effective communication between the outgoing and incoming personnel in aircraft maintenance is an extremely important process that can help reduce human error.

Contents 4263(1): Shift and Task Handover

Regulation 4263(1)

Shift and Task Handover 4263(1) Maintenance organizations within the MAE shall have a

recognized procedure for shift and task handovers.






Regulatory Article




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.




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


Regulatory Article




RA 4265 - Laser Equipment Maintenance

Rationale The operation of a laser can result in injury to the skin and eyes. The purpose of this Regulatory Article is to mitigate these risks by detailing the regulation for the maintenance of laser equipment.

Contents 4265(1): Laser Equipment Maintenance

Regulation 4265(1)

Laser Equipment Maintenance 4265(1) The use of lasers in aircraft maintenance shall be strictly

controlled.






Regulatory Article




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

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. In specific instances, particularly in the context of aircraft, an individual's certification affirms that the equipment is operationally ready and that operators may entrust their lives to it. Therefore, the importance of correct recording and certification cannot be over-emphasized and all personnel are reminded that it is a serious offence to certify a maintenance record without first ensuring its accuracy. Electronic certification of aircraft maintenance documentation is legally equivalent to certification on hardcopy maintenance documents.

Contents 4300(1): Certification of Aircraft Maintenance Documentation

Regulation 4300(1)

Certification of Aircraft Maintenance Documentation 4300(1) All maintenance work carried out on aircraft and aircraft

equipment shall be recorded and certified.




2. Guidance Material and associated processes are contained within MAP Chapter 7.1 and 7.2


Regulatory Article




RA 4302 - MOD Form 700 Documentation

Rationale The MOD Form 700 is an omnibus title given to a collection of MOD Forms in the 700 numerical series. When assembled and allocated to a specific aircraft, flight simulator, Uninstalled Engine Test Facility (UETF) or associated equipment, these forms provide the means of compiling a complete technical history of the in-service use of that aircraft/equipment and provide a current statement of its condition.

Contents 4302(1): MOD Form 700 Documentation

Regulation 4302(1)

MOD Form 700 Documentation 4302(1) The MOD Form 700 documents shall be kept in safe

custody, kept free from defacement and kept legible at all times.






Regulatory Article




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

Rationale With the use of Logistic Information Systems (LIS) in recording maintenance there is a requirement to certify maintenance actions using electronic signatures. This Regulatory Article mandates the minimum acceptable requirements for the electronic certification of maintenance documentation in the Military Air Environment (MAE).

Contents 4304(1): Electronic Certification of Aircraft Maintenance

Regulation 4304(1)

Electronic Certification of Aircraft Maintenance 4304(1) Electronic certification of MAE aircraft/equipment

maintenance documentation shall be legally equivalent to that currently provided by certification on hardcopy maintenance documents.






Regulatory Article




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): GMS User Requirements

Regulation 4306(1) 4306(2)

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

used for arising management. GMS User Requirements 4306(2) Users shall be appropriately trained and experienced to

ensure that the technology is fully utilised.






Regulatory Article




RA 4307 - Fault Reporting

Rationale The accurate and timely reporting of faults in aircraft and airborne equipment is essential to ensuring airworthiness. It enables the cost-effective utilization of assets through improved reliability and maintainability. All faults are reported through a routine system; some, considered of particular interest, are given an additional reporting route, which ensures that particular attention is paid to the nature of the fault and possibly to any affected components as well.

Contents 4307(1): Fault Reporting

Regulation 4307(1)

Fault Reporting 4307(1) All equipment in the Military Air Environment shall be subject

to fault reporting procedures.


1. Acceptable Means of Compliance is contained within MAP Chapters 7.5, 7.5.1, 7.5.2 and 7.5.3.


2. Guidance Material and associated processes are contained within MAP Chapters 7.5, 7.5.1, 7.5.2 and 7.5.3.


Regulatory Article




RA 4311 - Retention of Military Aviation Engineering Documentation

Rationale To maintain an audit trail for maintenance activities it is necessary to retain certain records. The period for which these records are to be retained is dependent on the category of the document. Military Aviation Engineering Documentation (MAED) is categorized according to the relevance of the information to the continuing airworthiness of the aircraft to which it relates. It also provides an aid to engineering investigations.

Contents 4311(1): Retention of Military Aviation Engineering Documentation

Regulation 4311(1)

Retention of Military Aviation Engineering Documentation 4311(1) Completed Aviation Engineering Documentation shall be

retained to maintain an airworthiness audit trail of all maintenance carried out on an aircraft.






Regulatory Article




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

Rationale The retention of Military Aviation Engineering Documentation (MAED) is mandated by RA 4311 and, in the case of hard copy, this creates a document storage commitment. A large proportion comprises Category B documents, eg MOD Form 707 series, retained until 6 months after completion of the next Depth maintenance or equivalent SBM/Major. Hence the document storage commitment can become significant and burdensome. To alleviate this storage problem, this RA defines criteria for scanning and electronically storing hard copy MAED such that the original documents may safely be destroyed.

Contents 4312(1): Scanning and Electronic Storage of Military Aviation Engineering Documentation

Regulation 4312(1)

Scanning and Electronic Storage of Military Aviation Engineering Documentation 4312(1) Completed Military Aviation Engineering Documentation that

is scanned and stored electronically shall be subject to certification that the electronic copy is a true, legible and complete facsimile of the original.






Regulatory Article




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

Rationale Fundamental to airworthiness is the accuracy of Technical Information (TI). To ensure that personnel working in the Military Air Environment (MAE) have accurate and relevant information available to them, all personnel need to report any discrepancy with TI. To ensure all discrepancies are reported and assessed in as short a time as possible it is essential that a simple process for proposing amendments to TI is in place.

Contents 4353(1): Amendment to Technical Information

Regulation 4353(1)

Amendment to Technical Information 4353(1) All personnel working in the Military Air Environment shall

report any unsatisfactory feature, error or omission within TI when identified.


1. Acceptable Means of Compliance is contained within MAP Chapters 8.2, 8.2.1 and 8.2.2.

.


2. Guidance Material and associated processes are contained within MAP Chapters 8.2, 8.2.1 and 8.2.2.


Regulatory Article




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

Rationale Conditioning is the determination of the serviceability state of technical equipment. Any item returned to the supply/logistics organization having been assessed as serviceable may be re-issued to another user without further action to confirm serviceability. Any item returned to the supply/logistics organization having been assessed as unserviceable will enter a repair process that has been agreed between the item’s Project Team (PT) and the supply chain. Therefore it is essential that conditioning of technical equipment and preparing it for movement or storage is performed with a high degree of care and integrity

Contents 4402(1): Technical Equipment – Conditioning and Preparation for Movement or Storage

Regulation 4402(1)

Technical Equipment – Conditioning and Preparation for Movement or Storage 4402(1) Prior to returning an item of technical equipment to the

supply/logistics organisation, it shall be conditioned in order to determine its serviceability state.






Regulatory Article




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 Aircraft 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.




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


Regulatory Article




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

Rationale The repair of an aircraft or aircraft structural component may be beyond the capability of the aircraft custodian or its Forward maintenance organization. This may be due to complexity of repair, skill levels required, lack of approved repair instruction in the Aircraft Document Set (ADS) or lack of resources. On these occasions the use of a Repair Organisation (RO) to control the repair process ensures that structural integrity of the repair and aircraft remain airworthy.

Contents 4405(1): Assessment, Categorization and Repair of Aircraft and Aircraft Structural Components

Regulation 4405(1)

Assessment, Categorization and Repair of Aircraft and Aircraft Structural Components 4405(1) Aircraft and aircraft structural components that are beyond

the repair capability of the aircraft custodian or their Forward maintenance organization shall be assessed, categorized and repaired under the control of an aircraft Repair Organization (RO).


1. Acceptable Means of Compliance is contained within MAP Chapters 9.13 and 9.13.1.


2. Guidance Material and associated processes are contained within MAP Chapters 9.13 and 9.13.1.


Regulatory Article




RA 4406 - New Repair Instructions and Aerospace Equipment Design Requests

Rationale Repairs to aircraft and aircraft structural components have a direct affect on airworthiness. It is therefore essential that repairs are carried out in accordance with approved repair schemes and instructions.

Contents 4406(1): New Repair Instructions and Aerospace Equipment Design Requests

Regulation 4406(1)

New Repair Instructions and Aerospace Equipment Design Requests 4406(1) Aircraft structure and structural components shall be

repaired in accordance with authorized instructions.






Regulatory Article




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 Non-Destructive Testing (NDT) is the generic term given to those inspection methods that permit the examination of materials, structures and components without causing any damage that may render the material, structure or component unfit for further use. The NDT methods most widely used on military aircraft are those employing radiography, ultrasound, eddy current, magnetic particle and penetrant flaw detection. Other methods and techniques are also employed within the Military Aircraft Environment (MAE), these include enhanced visual inspection, ultrasonic thickness gauging, bond testing, percussion testing, conductivity testing and hardness testing. An organisation's NDT capability is dictated by the design materials, platform and equipment fatigue lifing and maintenance philosophies and operating constraints.

Contents 4504(1): Non-Destructive Testing (NDT)

Regulation 4504(1)

Non-Destructive Testing (NDT) 4504(1) The MOD shall use NDT in an appropriate and controlled

manner to ensure the airworthiness of UK military aircraft and the integrity of structures, systems, engines, weapons and aircraft equipment.






Regulatory Article




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 It is important that only water that is safe to drink (potable) is supplied to an aircraft domestic water storage or supply system. Potable water must be free both from disease-causing organisms (pathogens) and chemical contamination. It must therefore be drawn from an Aircraft Water Replenishment Point (AWRP). Even if the water at source is potable, it may become contaminated during transfer to the aircraft or in the aircraft domestic water storage or supply systems unless special precautions are taken.

Contents 4509(1): Aircraft Domestic Water

Regulation 4509(1)

Aircraft Domestic Water 4509(1) Water supplied to an aircraft domestic water storage and

supply system shall be potable.






Regulatory Article




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 Modern avionic equipment may contain many complex components that are susceptible to damage from an electrostatic discharge (ESD). These items are known as Electrostatic Discharge Sensitive (ESDS) devices. An ESD may cause either immediate failure or hidden damage, which may subsequently degrade performance, reduce reliability or shorten the device’s operational life.

Contents 4557(1): Electrostatic Discharge Sensitive Devices - Prevention of Damage by Static Electricity

Regulation 4557(1)

Electrostatic Discharge Sensitive Devices - Prevention of Damage by Static Electricity 4557(1) Preventive measures to control static electricity shall be

taken at every stage of manufacture, assembly, storage, repair and maintenance of ESDS devices.






Regulatory Article




RA 4558 - Aircraft TEMPEST Testing

Rationale TEMPEST is not an acronym but it is an unclassified term used to describe the study of and measures to prevent unintentional radiation through space, along nearby conductors or by other unintended channels of compromising emanations. The unintentional transmission of Protectively Marked (PM) information either coded or not, can be described as a TEMPEST hazard. The interceptability and the value of that information together with the number and physical installation of Communications and Information Systems (CIS) in airborne platforms are used to designate TEMPEST risk. The TEMPEST risk is used to decide the requirements for TEMPEST testing a platform’s CIS in order to reduce the risk of TEMPEST hazards to acceptable levels.

Contents 4558(1): Aircraft TEMPEST Testing

Regulation 4558(1)

Aircraft TEMPEST Testing 4558(1) Platforms that use radio transmitters as their primary means

of communication to process protectively marked information shall be subject to TEMPEST testing.






Regulatory Article




RA 4559 - Aircraft COMSEC Material

Rationale Secure communications information systems and/or avionic systems containing COMSEC material are now routinely fitted in aircraft. This regulation details the management requirements of the associated cryptographic equipment installed in aircraft.

Contents 4559(1): Aircraft COMSEC Material

Regulation 4559(1)

Aircraft COMSEC Material 4559(1) Aircraft COMSEC material shall be subject to rigorous and

effective management throughout its entire life.






Regulatory Article




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 The environmental conditions to which in-use pyrotechnics and dangerous goods are subjected may cause them to deteriorate more rapidly than those stored in custom-designed storage areas. Additionally, some of the pyrotechnics and dangerous goods packed in survival equipment may not be readily available at the time of the inspections of explosives. Thus, special arrangements must be made for the examination of in-use pyrotechnics and dangerous goods issued for use in survival equipment and on airborne platforms.

Contents 4653(1): Examination of In-use Pyrotechnics and Dangerous Goods Issued for use in Survival Equipment and on Airborne Platforms

Regulation 4653(1)

Examination of In-use Pyrotechnics and Dangerous Goods Issued for use in Survival Equipment and on Airborne Platforms 4653(1) In-use pyrotechnics and dangerous goods fitted in survival

equipment and airborne platforms shall be examined at specified periodicities.






Regulatory Article




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. It is also a requirement of STANAG 2940 that performance failures are investigated and reported as quickly as possible.

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.






Regulatory Article




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

Rationale There are occasions when there is a requirement to report perceived quality occurrences in the condition of equipment, delivery of services, audit observations or potential improvements within the Military Air Environment (MAE). The Quality Occurrence Report (QOR) system provides a method of reporting and investigating these perceived quality occurrences throughout the MAE.

Contents 4701(1): Quality Occurrence Reporting

Regulation 4701(1)

Quality Occurrence Reporting 4701(1) The Quality Occurrence Reporting (QOR) method shall be

used within the Military Air Environment (MAE) to report perceived quality occurrences identified by engineering and logistics elements of the MAE; defence support agencies and contractors.






Regulatory Article




RA 4702 - Quality Auditing

Rationale Auditing is an essential part of any Quality Management System (QMS). It is used to provide feedback to management at all levels on the effectiveness of policies, plans, processes and documented procedures.

Contents 4702(1): Quality Auditing

Regulation 4702(1)

Quality Auditing 4702(1) All management systems within the Military Air Environment

shall be supported by a system of internal and external quality audits.






Regulatory Article




RA 4800 - General Requirements (MIL Part 145)

Rationale The RA 4800-4849 series of regulations defines the requirements to be met by an organisation to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. It is based on the Regulations, Acceptable Means of Compliance and Guidance Material relating to EASA Part 145 regulations.

Contents 4800(1): General Requirements (MIL Part 145)

Regulation 4800(1)

General Requirements (MIL Part 145) 4800(1) MOD shall only place defence contracts for on-aircraft

contractor-run depth maintenance with contractors whose management, technical resources and quality assurance arrangements are demonstrably adequate to provide products and services of the required quality, economically and on time.


1. An organization should use the RA 4800-4849 series to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components through the Maintenance Approved Organization Scheme (MAOS).


2. This RA must be read in association with RA1005 (Competent Organizations and Responsibilities).

General Requirements (MIL Part 145) 3. The RA 4800-4849 series is intended primarily for the use of contractors and defines the policy adopted by the MOD for the regulation of civilian organizations wishing to undertake maintenance of aircraft, or aircraft systems or equipment, for which responsibility is vested in the Secretary of State for Defence.

4. The RA 4800-4849 series establishes the requirements to be met by an 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 EC Regulation 2042/2003 Part 145 and its associated Acceptable Means of Compliance (AMC) and Guidance Material (GM).

Warning 5. 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. 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 6. This RA will be applied to contractors carrying out maintenance on military

RA 4800 Initial Issue Ail 1 UNCONTROLLED COPY WHEN PRINTED Page 1 of 2



registered aircraft and/or components.

Application for MAOS Mil Part 145 Approval 7. An organization seeking MAOS approval must apply in the first instance to the MAA Technical Group - Approvals Deputy Head .

Page 2 of 2 UNCONTROLLED COPY WHEN PRINTED RA 4800 Initial Issue Ail 1


RA 4801 - General (MIL 145.A.1)

Rationale This series of regulations defines the requirements to be met by an organisation to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. It is based on the regulations, acceptable means of compliance and guidance material relating to EASA Part 145 regulations.

Contents 4801(1): The Regulator (MIL 145.A.1(1)) 4801(2): Certifying Staff (Mil 145.A.1(2))

Regulation 4801(1) 4801(2)

The Regulator (MIL 145.A.1(1)) 4801(1) For the purpose of RA 4800-4849 (MIL Part 145), the

regulator shall be the UK Military Aviation Authority (MAA). Certifying Staff (Mil 145.A.1(2)) 4801(2) For the purpose of RA 4800-4849 (MIL Part 145), it is

assumed that certifying staff shall meet the standards required by RA 4950 (MIL. Part 66) for the respective A, B, C categories or be licensed in accordance with the EASA Part 66 systems.

NOTE. To facilitate the transition to the MAOS, personnel employed

on the maintenance of military registered aircraft, prior to April 2008 will be considered to have met the RA 4950 (Mil Part 66) requirement. This concession applies to maintenance personnel only, not to a maintenance organization, which must put in place the procedures listed at RA 4806(5) (MIL 145.A.30(e)).


1. To be determined.


2. Nil.


Regulatory Article




RA 4802 - Scope (MIL 145.A.10)

Rationale The RA 4800-4849 series of regulations defines the requirements to be met by an organization to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. It is based on the regulations, acceptable means of compliance and guidance material relating to EASA Part 145 regulations.

Contents 4802(1): Scope (MIL 145.A.10)

Regulation 4802(1)

Scope (MIL 145.A.10) 4802(1) This Section establishes the requirements which shall be

met by an organization to qualify for the issue or continuation of an approval for the maintenance of military aircraft and components.


1. ‘Forward’ maintenance should be understood as any maintenance that is carried out before flight to ensure that the aircraft is fit for the intended flight.

a. ‘Forward’ maintenance may include:

(1) Trouble shooting.

(2) Fault rectification.

(3) Component replacement with use of external test equipment if required.

(4) Component replacement may include components such as engines, propellers and rotors.

(5) 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.

(6) Minor repairs and modifications, which do not require extensive disassembly and can be accomplished by simple means.

b. For temporary or occasional cases (AD's, SB's, SI(T)) the Quality Manager should accept ‘base’ maintenance tasks to be performed by a ‘line’ maintenance organization provided all requirements are fulfilled as defined by the MAA.

c. Maintenance tasks falling outside these criteria are considered to be ‘base’ maintenance.

d. Aircraft maintained in accordance with “progressive”/”equalised” preventative maintenance type programmes should be individually assessed in relation to this Paragraph. In principle, the decision to allow some equalised checks to be carried out should 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.

2. Where the organization uses facilities both inside and outside the UK such as satellite facilities, sub-contractors, line stations etc., such facilities should 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 approved maintenance organization.




3. This Guidance Material (GM) provides guidance on how the smallest organizations satisfy the intent of RA 4800-4849 (MIL. Part 145):

4. Not used.

5. It is recognised that a RA 4800-4849 (MIL. Part 145) approval may be required by two quite different types of small organizations, the first being the component maintenance workshop, e.g. radio equipment or wheels etc., the second being specialized services, e.g. welding or NDT.

6. Where only one person is employed (in fact having the certifying function and others), this organization approved under RA 4800-4849 (MIL. Part 145) may use the alternatives provided in this Guidance Material. Limited to the following:

a. Class B2 - Small Piston Engines.

b. Class C – Components.

c. Class D1 – Non-Destructive Inspections.

NOTE The following sections only include the relevant clauses of RA 4800-4849 (MIL. Part 145) for which the alternative applies. When clauses of RA 4800-4849 (MIL. Part 145) are not listed, then it means that full compliance needs to be demonstrated.

7. Not used.

RA 4806(2) (MIL. 145.A.30(b)) 8. The minimum requirement is for one full time person who meets RA 4950 (MIL. Part-66) 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.

9. The quality monitoring function of RA 4815(3) (MIL. 145.A.65 (c)) may be contracted to an appropriate organization approved under RA 4800-4849 (MIL. Part 145) 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.

NOTE Full time for the purpose of RA 4800-4849 (MIL. Part 145) means not less than 35 hrs per week except during vacation periods.

10. In the case of an approval based on one person using a subcontracted quality monitoring arrangement, the requirement for a record of certifying staff is satisfied by the submission to and acceptance by the MAA of the MAA Form 4 (Annex A). With only one person the requirement for a separate record of authorisation is unnecessary because the MAA Form 3 (Annex B) approval schedule defines the authorisation. An appropriate statement, to reflect this situation, should be included in the exposition.

RA 4815(3) (MIL. 145.A.65 (c)) 11. It is the responsibility of the contracted quality monitoring organization or person to make a minimum of 2 visits per 12 months and it is the responsibility of this organization or person to carry out such monitoring on the basis of 1 visit pre-announced and 1 visit unannounced to the organization.

12. It is the responsibility of the organization to comply with the findings of the contracted quality monitoring organization or the person.

CAUTION It should be understood that if the contracted organization or the above mentioned person loses or gives up its approval, then the organization’s approval will be suspended.

Recommended operating procedure for an RA 4800-4849 (MIL. Part




145) approved maintenance organization based upon up to 10 persons involved in maintenance. RA 4806(2) (MIL 145.A.30 (b)) 13. The normal minimum requirement is for the employment on a full-time basis of two persons who meet the MAA requirements for certifying staff, whereby one holds the position of "Maintenance Engineer" and the other holds the position of "Quality Audit Engineer".

14. Either person can assume the responsibilities of the Accountable Manager providing that they can comply in full with the applicable elements of RA 4806(1) (MIL. 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 issues the certificate of maintenance.

15. The Quality Audit Engineer will have similar qualifications and status to the Maintenance Engineer for reasons of credibility, unless he/she has a proven track record in aircraft quality assurance, in which case some reduction in the extent of maintenance qualifications may be permitted

16. 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 9.



ANNEX A MAA FORM 4

Ministry of Defence

Military Aviation Authority Technical Group MAA Form 4 Management Personnel

Details of management personnel required to be accepted as specified in Mil Part

1. Name: 2. Position:

3. Qualifications relevant to position at Item 2: (i) (ii) (iii) (iv) 4. Work experience relevant to the position at Item 2: (use continuation sheet if necessary):

Signature: Date: MAA USE ONLY Name & signature of authorised MAA staff accepting this person. Signature: Name: Date:

Additional Information and Requirements

1. Address to which the completed MAA Form 4 is to be sent:



Military Aviation Authority (MAOS Approvals) Juniper L0 #5003 MOD Abbey Wood Bristol BS34 8QW

2. Please ensure that a point of contact is included with the completed MAA Form 4.

3. Lis t any supporting documents submitted (not originals):

(i) (ii) (iii) (iv) (v) (vi) (vii)

(viii)



ANNEX B MAA FORM 3A

MAA Form 3a

APPROVAL SCHEDULE

Organization: xxxxxxx Reference: MAOS 145…….. CLASS RATING LIMITATION FWD DEPTH

A1 AIRCRAFT A2

ENGINES COMPONENTS OTHER THAN COMPLETE ENGINES OR APU’s

SPECIALISED SERVICES

This approval schedule is limited to those products and activities specified in the scope of the approval section contained in Part-145 approved maintenance

organization exposition.

Exposition reference:

xxxxxxxx

Date of issue:………………



RA 4803 - Application (MIL 145.A.15)

Rationale This series of regulations defines the requirements to be met by an organization to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. It is based on the regulations, acceptable means of compliance and guidance material relating to EASA Part 145 regulations.

Contents 4803(1): Application (MIL 145.A.15)

Regulation 4803(1)

Application (MIL 145.A.15) 4803 An application for the issue or variation of an approval shall

be made in writing to the MAA using a MAA Form 2.


1. In a form and in a manner established by the MAA means that the application should be made on a MAA Form 2.


2. Nil.


Regulatory Article




RA 4804 - Terms of Approval (MIL 145.A.20)

Rationale The RA 4800-4849 series of regulations defines the requirements to be met by an organization to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. It is based on the regulations, acceptable means of compliance and guidance material relating to EASA Part 145 regulations..

Contents 4804(1): Terms of Approval (MIL 145.A.20)

Regulation 4804(1)

Terms of Approval (MIL 145.A.20) 4804(1) The organization shall specify the scope of work deemed to

constitute approval in its Exposition (Annex A, Table A-1 to this regulation contains a table of all classes and ratings).


1. The following table identifies the AECMA Specification 1000D chapter for the MIL. Category C component rating.

CLASS DESCRIPTION RATING

C1 Air Cond & Press 21

C2 Auto Flt 22

C3 Comms & Nav 23 – 34 – 43

C4 Doors – Hatches 52

C5 Electrical Power 24 – 33 – 91

C6 Equipment 25 – 38 – 41 – 45 – 50

C7 Engine – APU 49 – 71 – 72 – 73 – 74 – 75 – 76 – 77 – 78 – 79 – 80 – 81 – 82 – 83 – 84 – 86

C8 Flight Controls 27 – 55 – 57.40 – 57.50 – 57.60 – 57.70

C9 Fuel – Airframe 28 – 48

C10 Helicopter – Rotors 62 – 64 – 66 – 67

C11 Helicopter – Trans 63 – 65

C12 Hydraulic 29

C13 Instruments 31 – 46

C14 Landing Gear / Recovery 32 – 90

C15 Oxygen / Nitrogen 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 Attack Systems 39 – 40 – 42

C22 Radar/Surveillance 92 – 93

C23 Weapons Systems 94

C24 Crew Escape 95

C25 Missiles/Drones/Telemetry 96

C26 Reconnaissance 97 – 98

C27 Electronic Warfare 99


2. Nil.



ANNEX A ORGANIZATIONS APPROVAL CLASS AND RATING SYSTEM

1. Table A-1 outlines the full extent of approval possible under MIL. Part 145 in a standardized form. An organization must 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 approved maintenance organization is required by MIL 145.A.20 to indicate scope of work in the maintenance organization exposition (see also para 11).

3. Within the approval class(es) and rating(s) granted by the MAA, the scope of work specified in the maintenance organization exposition 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 approved maintenance organization 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 maintenance organization exposition acceptable to the Member State 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 approved maintenance organization may carry out maintenance on the uninstalled engine/APU (‘Auxiliary Power Unit’) 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 approved maintenance organization with a category B class rating may also carry out maintenance on an installed engine during ‘line’ and ‘base’ maintenance subject to a control procedure in the maintenance organization exposition. The maintenance organization exposition scope of work must reflect such activity where permitted.

6. A Category C class rating means that the approved maintenance organization 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 approved maintenance organization with a Category C class rating may also carry out maintenance on an installed component during base and line maintenance or at an engine/APU maintenance facility subject to a control procedure in the maintenance organization exposition. The maintenance organization exposition 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 approved maintenance organization that carries out NDT as a particular task for another organization. An approved maintenance organization with a class rating in A or B or C category may carry out NDT on products it is maintaining subject to the maintenance organization exposition containing NDT procedures, without the need for a D1 class rating.

8. Category A class ratings are subdivided into ‘line’ or ‘base’ maintenance. An approved maintenance organization may be approved for either ‘line’ or ‘base’ maintenance or both.

9. The ‘limitation’ section is intended to give the MAA maximum flexibility to customise 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 maintenance organization exposition. 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 MIL. 145 for products or services added to the list.



12. Not used.

CLASS RATING LIMITATION FWD DPTH AIRCRAFT A1 Aeroplanes/ above

5700 kg Will state aeroplane 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 tasks

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 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 Attack Systems C22 Radar/ Surveillance C23 Weapons Systems C24 Crew Escape C25 Missiles/ Drones/Telemetry C26 Reconnaissance

COMPONENTS (other than complete engines or APUs)

C27 Electronic Warfare

Quote aircraft type(s) and/or component manufacturer or the particular component and/or cross-refer to a capability list in the exposition.

SPECIALISED SERVICES

D1 Non-Destructive Testing

Will state particular NDT method(s)

Table A-1 Approval Classifications



RA 4805 - Facility Requirements (MIL 145.A.25)

Rationale The RA 4800-4849 series of regulations defines the requirements to be met by an organisation to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. It is based on the regulations, acceptable means of compliance and guidance material relating to EASA Part 145 regulations.

Contents 4805(1): Facility Requirements (MIL 145.A.25)

Regulation 4805(1)

Facility Requirements (MIL 145.A.25) 4805(1) The organisation shall ensure that:

(a) Facilities are provided appropriate for all planned work, ensuring in particular, protection from the weather elements. Specialised workshops and bays are segregated as appropriate to ensure that environmental and work area contamination is unlikely to occur: 1. For ‘base’ maintenance of aircraft, aircraft

hangars are both available and large enough to accommodate aircraft on planned ‘base’ maintenance.

2. For component maintenance, component workshops are large enough to accommodate the components on planned maintenance.

(b) Office accommodation is provided for the management of the planned work referred to in (a), and certifying staff so that they can carry out their designated tasks in a manner that contributes to good aircraft maintenance standards.

(c) 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: 1. Temperatures shall be maintained such that

personnel can carry out required tasks without undue discomfort.

2. Dust and any other airborne contamination are 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 are sealed until acceptable



Regulation 4805(1)

conditions are re-established. 3. Lighting is such as to ensure each inspection

and maintenance task can be carried out in an effective manner.

4. Noise shall not distract personnel from carrying out inspection tasks. Where it is impractical to control the noise source, such personnel are provided with the necessary personal equipment to stop excessive noise causing distraction during inspection tasks.

5. Where a particular maintenance task requires the application of specific environmental conditions different to the foregoing, then such conditions are observed. Specific conditions are identified in the maintenance data.

6. The working environment for ‘line’ maintenance is 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/other airborne contamination, the particular maintenance or inspection tasks must be suspended until satisfactory conditions are re-established.

(d) Secure storage facilities are provided for components, equipment, tools and material. Storage conditions ensure segregation of serviceable components and material from unserviceable aircraft components, material, equipment and tools. The conditions of storage are in accordance with the manufacturers or other applicable MOD instructions, to prevent deterioration and damage of stored items. Access to storage facilities is restricted to authorised personnel.




1. Where the hangar is not owned by the organization, it may be necessary to establish proof of tenancy. In addition, sufficiency of hangar space to carry out planned ‘base’ 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.

2. Protection from the weather elements. aircraft hangar and component workshop structures should prevent the ingress of rain, hail, ice, snow, wind and dust etc. Aircraft hangar and component workshop floors should be sealed to minimise dust generation.

3. For ‘line’ maintenance of aircraft, hangars are not essential but it is recommended that access to hangar accommodation be demonstrated for usage during inclement weather for minor scheduled work and lengthy fault rectification.

4. Aircraft maintenance staff should be provided with an area where they may study maintenance instructions and complete maintenance records in a proper manner.

5. 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 assigned tasks.

6. Storage facilities for serviceable aircraft components should be clean, well ventilated and maintained at a constant dry temperature to minimise the effects of condensation. Manufacturers storage recommendations should be followed for those aircraft components identified in such published recommendations.

7. Storage racks should be strong enough to hold aircraft components and provide sufficient support for large aircraft components such that the component is not distorted during storage.

8. All aircraft components, wherever practicable, should remain packaged in protective material to minimise damage and corrosion during storage.


9. Until the MOD extends the applicability of the RA 4800-4849 series of regulations to Forward organisations, traditional military aviation engineering structures will continue to be applied to Forward using procedures contained in RAs 4000-4799 and associated Joint-Service and Air Publications (JSPs & APs). To cater for the intervening, situation the MAA will determine the interfaces between the Depth and Forward organisations of each fleet of aircraft an a case-by-case basis.






RA 4806 - Personnel Requirements (MIL 145.A.30)


Contents 4806(1): Accountable Manager (MIL 145.A.30(a)) 4806(2): Personnel Responsible to the Accountable Manager (MIL 145.A.30(b)) 4806(3): Quality Manager (MIL 145.A.30(c)) 4806(4): Maintenance Man-hour Plan (MIL 145.A.30(d)) 4806(5): Personnel Competences (MIL 145.A.30(e)) 4806(6): Non-destructive Testing (MIL 145.A.30(f)) 4806(7): Aircraft Forward Maintenance Staff (MIL 145.A.30(g)) 4806(8): Aircraft Certifying Staff (MIL 145.A.30(h)) 4806(9): Component Certifying Staff (MIL 145.A.30(i)) 4806(10): Non-engineering Certifying Staff (MIL 145.A.30(j))

Regulation 4806(1)

Accountable Manager (MIL 145.A.30(a)) 4806(1) The organization shall appoint an Accountable Manager who

has corporate authority for ensuring that all maintenance required by the customer can be financed and carried out to the standard required by RA 4800-4849 (MIL Part 145). The Accountable Manager shall:

(a) Ensure that all necessary resources are available to accomplish maintenance in accordance with RA 4815(2) (MIL 145.A.65(b)) to support the organization approval. (b) Establish and promote the safety and quality policy specified in RA 4815(1) (MIL 145.A.65(a)). (c) Demonstrate a basic understanding of RA 4800-4849 (MIL Part 145)


1. With regard to the Accountable Manager, it is normally intended to mean the Chief Executive Officer of the approved maintenance organization, who by virtue of position has overall (including in particular financial) responsibility for running the organization. The Accountable Manager may be the Accountable Manager for more than one organization and is not required to be necessarily knowledgeable on technical matters as the maintenance organization exposition defines the maintenance standards. When the Accountable Manager is not the Chief Executive Officer the MAA should be assured that such an Accountable Manager has direct access to the Chief Executive Officer and has a sufficiency of ‘maintenance funding’ allocation.

RA 4806 Initial Issue AIL 1 UNCONTROLLED COPY WHEN PRINTED Page 1 of 18



2. Nil.

Regulation 4806(2)

Personnel Responsible to the Accountable Manager (MIL 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 (MIL Part 145). Such person(s) shall ultimately be responsible to the Accountable Manager:

(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 (MIL Part 145). (b) The person(s) nominated shall be identified and their credentials submitted using a MAA Form 4. (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 working knowledge of RA 4800-4849 (MIL Part 145). (d) Procedures shall make clear who deputises for any particular person in the case of lengthy absence of the said person.


3. Dependent upon the size of the organization, the RA 4800-4849 (MIL Part 145) functions may be subdivided under individual managers or combined in any number of ways.

4. 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 except in a small RA 4800-4849 (MIL Part 145) organization where any one manager may also be the Accountable Manager.

5. 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) (MIL. 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) (MIL. 145.A.65(c)).

6. 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) (MIL. 145.A.65 (b)) and also responsible for any corrective action resulting from the quality compliance monitoring

Page 2 of 18 UNCONTROLLED COPY WHEN PRINTED RA 4806 Initial Issue AIL 1



of RA 4815(3) (MIL. 145.A.65 (c)).

7. 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) (MIL. 145.A.65 (b)) and also responsible for any corrective action resulting from the quality compliance monitoring of RA 4815(3) (MIL. 145.A.65 (c)).

8. The quality manager’s responsibility is specified in RA 4815(3) (MIL. 145.A.65 (c)).

9. Notwithstanding the example RA 4806(2) AMC paragraphs 4-8 titles, the organization may adopt any title for the foregoing managerial positions but should identify to the MAA the titles and persons chosen to carry out these functions.

10. Where an organization chooses to appoint managers for all or any combination of the identified RA 4800-4849 (MIL Part 145) functions because of the size of the undertaking, it is necessary that these managers report ultimately through either the ‘base’ maintenance manager or ‘line’ maintenance manager or workshop manager or quality manager, as appropriate, to the Accountable Manager.

NOTE : Certifying staff should 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.) so long as the quality compliance monitoring staff specified in RA 4806(3) (MIL. 145.A.65(c)(1)), remain independent.


11. Nil.

Regulation 4806(3)

Quality Manager (MIL 145.A.30(c)) 4806(3) The Accountable Manager, under RA 4806(1) (MIL

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) (MIL 145.65(c)). The appointed person shall have direct access to the Accountable Manager to ensure that the Accountable Manager is kept properly informed on quality and compliance matters.


12. Monitoring the quality system includes requesting remedial action as necessary by the Accountable Manager and the nominated persons referred to in RA 4806(2) (MIL. 145.A.30 (b)).




13. Nil.

Regulation 4806(4)

Maintenance Man-hour Plan (MIL 145.A.30(d)) 4806(4) The organization shall have a maintenance man-hour plan

showing that the organization has sufficient staff to plan, perform, supervise, inspect and quality monitor the organization in accordance with the approval. In addition the organization shall have a procedure to reassess work intended to be carried out when actual staff availability is less than the planned staffing level for any particular work shift or period.


14. ‘Has sufficient staff’ means that the organization employs or contracts such staff of which at least half the staff that perform maintenance in each workshop, hangar or flight line on any shift should be employed to ensure organizational stability. 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 maintenance organization exposition relevant to their duties. For the purpose of this sub-paragraph, employed means the person is directly employed as an individual by the maintenance organization approved under RA 4800-4849 (MIL Part 145) whereas contracted means the person is employed by another organization and contracted by that organization to the maintenance organization approved under RA 4800-4849 (MIL Part 145). In the case of MOD/Industrial partnered support arrangements, the MOD element of the organization should be considered, for the purpose of this clause, as part of the industry workforce.

15. 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 (MIL Part 145) approval.

16. 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. 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.

17. In the case of aircraft ‘base’ maintenance, the maintenance man-hour plan should relate to the aircraft hangar visit plan as specified in AMC RA 4805(1) (MIL. AMC 145.A.25 (a)).

18. In the case of aircraft component maintenance, the maintenance man-hour plan should relate to the aircraft component planned maintenance as specified in AMC RA 4805(1) Paragraph 2 (MIL. 145.A.25 (a)(2)).

19. The quality monitoring compliance function man-hours should be sufficient to meet the requirement of RA 4815(3) (MIL. 145.A.65 (c)), which means taking into account AMC RA 4815(3) (MIL. AMC 145.A.65 (c)). Where quality-monitoring staff perform other functions, the time allocated to such functions needs to be taken into account in determining quality monitoring staff numbers.




20. The maintenance man-hour plan should be reviewed at least every 3 months and updated when necessary.

21. Significant deviation from the maintenance man-hour plan should be reported through the departmental manager to the quality manager and the Accountable Manager for review. 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) (MIL. 145.A.30 (d)).


22. Nil.

Regulation 4806(5)

Personnel Competences (MIL 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 accordance with a procedure and to a standard agreed by the MAA. In addition to the necessary expertise related to the job function, competence must include an understanding of the application of human factors and human performance issues appropriate to that person's function in the organization. ‘Human Factors’ means principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by proper consideration of human performance. ‘Human Performance’ means human capabilities and limitations which have an impact on the safety and efficiency of aeronautical operations.


23. The referenced procedure requires amongst others that planners, mechanics, specialised 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. A record of the qualification and competence assessment should be kept. 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. Assessing and/or verifying the training and experience of personnel joining the company.

c. Ensuring staff are trained, assessed and authorised for specific tasks.

d. Providing initial and continuation training by a RA 4900 (MIL Part 147 – to be issued) approved organization.

e. Maintaining a record system detailing the training and qualification of all Staff.




f. Maintaining a record of all personnel authorisations.

24. The procedure should include a method of assessing the training and experience of personnel joining the Company 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.

25. Adequate initial and recurrent training should be provided and recorded to ensure continued competence.

26. To assist in the assessment of competence, job descriptions are recommended for each job role in the organization. Basically, the 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 maintenance data.

b. Mechanics are able to carry out maintenance tasks to any standard specified in the maintenance data and will notify supervisors of mistakes requiring rectification to re-establish required maintenance standards.

c. Specialised services staff are able to carry out specialised maintenance tasks to the standard specified in the maintenance data and will both inform and await instructions from their supervisor in any case where it is not possible to complete the specialised maintenance in accordance with the maintenance data.

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 maintenance data, then such problems will be reported to the RA 4806(3) (MIL. 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.

f. In the case of planners, specialised services staff, supervisors and certifying staff, a knowledge of organization procedures relevant to their particular role in the organization is important. The aforementioned list is not exclusive and may include other categories of personnel.

g. Quality audit staff are able to monitor compliance with RA 4800-4849 (MIL Part 145) identifying non-compliance in an effective and timely manner in order that the organization may remain in compliance RA 4800-4849 (MIL Part 145).

27. In respect to the understanding of the application of human factors and human performance issues, maintenance, management, and quality audit personnel should be assessed for the need to receive initial human factors training, but in any case all maintenance, management, and quality audit personnel should receive human factors continuation training. This should concern to a minimum:

a. Post-holders, managers, supervisors.

b. Certifying staff, technicians, and mechanics.

c. Technical support personnel such as, planners, engineers, technical record staff.

d. Quality control/assurance staff.

e. Specialised services staff.

f. Human factors staff/ human factors trainers.




g. Store department staff, purchasing department staff.

h. Ground equipment operators.

i. Contract Staff in the above categories.

28. Initial human factors training should cover all the topics of the training syllabus specified in RA 4806(5) GM (GM MIL. 145.A.30) either as a dedicated course or else integrated within other training. The syllabus may be adjusted to reflect the particular nature of the organization. The syllabus may also be adjusted to meet the particular nature of work for each function within the organization. For example:

a. Small organizations not working in shifts may cover in less depth subjects related to teamwork and communication;

b. Planners may cover in more depth the scheduling and planning objective of the syllabus and in less depth the objective of developing skills for shift working.

29. Depending on the result of the evaluation as specified in RA 4806(5) AMC Paragraph 26 , initial training should be provided to personnel within 6 months of joining the maintenance organization, but temporary staff may need be trained shortly after joining the organization to cope with the duration of employment.

30. Personnel being recruited from another maintenance organization approved under RA 4800-4849 (MIL Part 145) and temporary staff should be assessed for the need to receive any additional human factors training to meet the new maintenance organization’s approved under RA 4800-4849 (MIL Part 145) human factors training standard.

31. 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. Consideration should be given to the possibility that such training has 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.

32. Human factors continuation training should be of an appropriate duration in each two-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.

33. Human factors training should be conducted by the maintenance organization itself, or independent trainers, or any training organizations acceptable to the MAA.

34. The Human factors training procedures should be specified in the Maintenance Organization Exposition.


35. The training syllabus below identifies the topics and sub-topics to be addressed during the human factors training. The maintenance organization may combine, divide, 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. Where possible, practical illustrations and examples will be used, especially accident and incident reports. Topics will be related to existing legislation, where relevant. Topics will be related to existing guidance/advisory material, where relevant (e.g. ICAO HF Digests and Training Manual). Topics will be related to maintenance engineering where possible; too much unrelated theory will be avoided.

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.

36. MOD HF training policy has been amended to cover-off the vast majority of the above topics. MOD HF training syllabi are being developed progressively and they must be compared with the list above for satisfactory coverage. Where relevant deltas are identified ‘top-up’ training may be arranged by the organization.

37. For the holder of an ATPL or CPL issued in accordance with JAR FCL 1 or JAR FCL 2 the theoretical knowledge and examination subjects are detailed in Appendix 1 to JAR FCL 1.470 and appendix 1 to JAR FCL 2.470. For MOD aircrew, the theoretical knowledge is covered throughout flying training and, for specific aircraft types, during operational conversion unit training for the relevant aircraft type. Thereafter, the individual’s level of knowledge is monitored by the aircrew standards organization for the respective aircraft type.



Regulation 4806(6) Regulation 4806(6)

Non-destructive Testing (MIL 145.A.30(f)) 4806(6) The organization shall ensure that personnel who carry out

and/or control a continued airworthiness non-destructive test of aircraft structures and/or components are appropriately qualified for the particular non-destructive test in accordance with the European or equivalent Standard recognised by MAA. Personnel who carry out any other specialised task shall be appropriately qualified in accordance with officially recognised Standards. By derogation to this clause those personnel specified in RA 4806(7) and (8) (MIL 145.A.30(g) and (h)), qualified in RA 4950 (MIL Part 66 – To be issued) MIL category B1 or MOD equivalent qualification may carry out and/or control colour contrast dye penetrant tests.


38. Continued airworthiness non-destructive testing means such testing specified by the type certificate holder/aircraft or engine or propeller manufacturer in accordance with the maintenance data as specified in RA 4810 (MIL. 145.A.45) for in service aircraft/aircraft components for the purpose of determining the continued fitness of the product to operate safely.

39. Appropriately qualified means to Level 1, 2 or 3 as defined by the European Standard 4179:2000 (EN4179) or MOD NDT Certification of Competence levels defined in RA 4504 and MAP Chapter 11.5, dependant upon the non-destructive testing function to be carried out.

40. Notwithstanding the fact that Level 3 EN 4179 or MOD NDT personnel certified in accordance with RA 4504 and MAP Chapter 11.5 may be qualified to establish and authorise methods, techniques, etc, this does not permit such personnel to deviate from methods and techniques published by the type certificate holder/manufacturer, or in the case of MOD owned aircraft the type PT, in the form of continued airworthiness data, such as in non-destructive test manuals or service bulletins, unless the manual or service bulletin expressly permits such deviation.

41. Notwithstanding the general references in EN 4179 to a national aerospace non-destructive testing (NDT) board, all examinations should be conducted by personnel or organizations under the general control of such a board or the MAA Tech Cert ASI.

42. Particular non-destructive test means any one or more of the following; dye penetrant, magnetic particle, eddy current, ultrasonic and radiographic methods including x ray and gamma ray.

43. Not used.

44. Any maintenance organization approved under RA 4800-4849 (MIL Part 145) that carries out NDT should establish NDT specialist qualification procedures detailed in the exposition and accepted by the MAA.

45. Boroscoping and other techniques such as delamination coin tapping are non-destructive inspections rather than non-destructive testing. Notwithstanding such differentiation, the maintenance organization should establish an exposition 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 (MIL Part 145) are not listed in Appendix B under class rating D1.

46. The referenced standards, methods, training and procedures should be




specified in the Maintenance Organization Exposition.

47. 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 (MIL Part 145) should qualify for such non-destructive test in accordance with EN 4179 or, for the MOD, in accordance with RA 4504 and MAP Chapter 11.5.


48. Nil.

Regulation 4806(7)

Aircraft Forward Maintenance Staff (MIL 145.A.30(g)) 4806(7) Any organization maintaining aircraft, except where stated

otherwise in RA 4806(10), shall in the case of aircraft ‘line’ maintenance, have appropriate aircraft type rated certifying staff qualified as MIL category B1 and B2 in accordance with RA 4950 (MIL Part 66 - to be issued) (or other MOD equivalent) and RA 4807 (MIL. 145.A.35). In addition such organizations may also use appropriately task trained certifying staff qualified as MIL category A in accordance with RA 4950 (MIL Part 66 – to be issued ) (or other MOD equivalent) and RA 4806 (MIL 145.A.30) to carry out minor scheduled 'line' maintenance and simple fault rectification. The availability of such MIL category A certifying staff shall not replace the need for RA 4950 (MIL Part 66 – to be issued), MIL category B1 and B2 (or other MOD equivalent) certifying staff to support the MIL category A certifying staff. However, such RA 4950 (MIL Part 66 – to be issued), MIL category B1 and B2 (or other MOD equivalent) staff need not always be present at the line station during minor scheduled ‘line’ maintenance or simple fault rectification.


49. For the purposes of MIL. category A, minor scheduled ‘line’ maintenance means any minor scheduled inspection/check up to and including a weekly check specified in the approved aircraft maintenance programme. For aircraft maintenance programmes that do not specify a weekly check, the MAA should determine the most significant check that is considered equivalent to a weekly check.

50. Typical tasks permitted after appropriate task training to be carried out by the MIL. Category A for the purpose of the MIL. Category A issuing an aircraft certificate of maintenance as specified in RA 4812 (MIL. 145.A.50) as part of minor scheduled ‘line’ maintenance or simple fault rectification are contained in the following list:

a. Replacement of wheel assemblies.

b. Replacement of wheel brake units.

c. Replacement of crew escape and emergency equipment.

d. Replacement of ovens, boilers and beverage makers.




e. Replacement of internal and external lights, filaments and flash tubes.

f. Replacement of windscreen wiper blades.

g. Replacement of passenger and cabin crew seats, seat belts and harnesses.

h. Closing of cowlings and re-fitment of quick access inspection panels.

i. Replacement of toilet system components but excluding gate valves.

j. Simple repairs and replacement of internal compartment doors and placards but excluding doors forming part of a pressure structure.

k. Simple repairs and replacement of overhead storage compartment doors and cabin furnishing items.

l. Replacement of static wicks.

m. Replacement of aircraft main and APU aircraft batteries.

n. Replacement of in-flight entertainment system components but excluding public address.

o. Routine lubrication and replenishment of all system fluids and gases.

p. The de-activation only of sub-systems and aircraft components as permitted by the Aircraft Document Set, where such de-activation is agreed by the MAA as a simple task.

q. Replacement of any other component as agreed by the MAA for a particular aircraft type only where it is agreed that the task is simple.

NOTE This list will be periodically updated in the light of ongoing experience and technological changes.


51. Nil.

Regulation 4806(8)

Aircraft Certifying Staff (MIL 145.A.30(h)) 4806(8) Any organization maintaining aircraft, except where stated

otherwise in RA 4807(10) shall: (a) In the case of ‘base’ maintenance, have appropriate aircraft type rated certifying staff qualified as MIL category C in accordance with MIL Part 66 (or other MOD equivalent) and RA 4807 (MIL. 145.A.35). In addition the organization shall have sufficient aircraft type rated staff qualified as MIL category B1 and B2 in accordance with RA 4950 (MIL Part 66 – to be issued) (or other MOD equivalent) and RA 4807 (MIL. 145.A.35), to support the MIL category C certifying staff.

1. MIL B1 and B2 support staff shall ensure that all relevant tasks or inspections have been carried out to the required standard before the MIL category C



Regulation 4806(8)

certifying staff issues the certificate of maintenance. 2. The organization shall maintain a register of any such MIL B1 and B2 support staff. 3. The MIL category C certifying staff shall ensure that compliance with a) has been met and that all work required by the customer has been accomplished during the particular ‘base’ maintenance check or work package, and shall also assess the impact of any work not carried out with a view to either requiring its accomplishment or agreeing with the operator to defer such work to another specified check or time limit.

(b) In the case of ‘base’ maintenance of aircraft, have either:

1. Appropriate aircraft type rated certifying staff qualified as MIL Category MIL B1 and B2 in accordance with RA 4950 (MIL Part 66 – to be issued) and RA 4807 (MIL. 145.A.35) or, 2. Appropriate aircraft type rated certifying staff qualified in MIL Category C assisted by MIL B1 and B2 support staff as specified in a).


52. The MIL. Category B1 and B2 support staff (or other MOD equivalent) need not hold a certifying authorisation in accordance with RA 4807(2) (MIL. 145.A.35 (b)) but the organization should use such appropriately authorised certifying staff to satisfy the requirement.


53. Nil.

Regulation 4806(9)

Component Certifying Staff MIL (145.A.30(i)) 4806(9) Component certifying staff shall comply with RA 4950 (MIL

Part 66 – to be issued) (or other MOD equivalent requirements).






55. Nil.

Regulation 4806(10)

Non-engineering Certifying Staff (MIL 145.A.30(j)) 4806(10) By derogation to RA 4806(7) and (8) (MIL 145.A.30(g) and

(h)), sought from and agreed by the MAA, the organization shall use certifying staff qualified in accordance with the following provisions:

(a) Not used. (b) Not used. (c) For a repetitive pre-flight airworthiness directive (e.g. Special Instructions (Technical) (SI(T) which specifically states that the flight crew may carry out such airworthiness directive, the organization may issue a limited certification authorisation to the aircraft commander and/or the flight engineer on the basis of the flight crew licence or MOD aircrew qualification held. However, the organization shall ensure that sufficient practical training has been carried out to ensure that such aircraft commander or flight engineer can accomplish the airworthiness directive to the required standard. (d) In the case of aircraft operating away from a supported location the organization may issue a limited certification authorisation to the commander and/or the flight engineer on the basis of the flight crew licence or MOD aircrew qualification held subject to being satisfied that sufficient practical training has been carried out to ensure that the commander or flight engineer can accomplish the specified task to the required standard. The provisions of this Clause shall be detailed in an exposition procedure. (e) In the following unforeseen cases, where an aircraft is grounded at a location other than the main base where no appropriate certifying staff are available, the organization contracted to provide maintenance support may issue a one-off



Regulation 4806(10)

certification authorisation: 1. To one of its employees holding equivalent type authorisations on aircraft of similar technology, construction and systems, or 2. To any person with not less than five years maintenance experience and holding a valid ICAO aircraft maintenance licence or MOD equivalent rated for the aircraft type requiring certification provided there is no organization appropriately approved under this Part at that location and the contracted organization obtains and holds on file evidence of the experience and the licence of that person.

NOTE All such cases as specified in this clause shall be reported to the MAA within seven days of the issuance of such certification authorisation. The organization issuing the one-off authorisation shall ensure that any such maintenance that could affect flight safety is re-checked by an appropriately approved organization.


56. For the issue of a limited certification authorisation the commander or flight engineer should hold either a valid air transport pilots license (ATPL), commercial pilots license (CPL) or flight engineer (F/EL) licence in accordance with JAR-FCL, or an appropriate MOD aircrew qualification on the aircraft type. In addition, the limited certification authorisation is subject to the Maintenance Organization Exposition containing procedures to address the personnel requirements of RA 4806(5) (MIL. 145.A.30 (e)) and associated AMC and guidance material. Such procedures should include as a minimum:

a. Completion of adequate maintenance airworthiness regulation training.

b. Completion of adequate task training for the specific task on the aircraft. The task training should be of sufficient duration to ensure that the individual has a thorough understanding of the task to be completed and will involve training in the use of associated maintenance data.

c. Completion of the procedural training as specified in RA 4800-4849 (MIL Part 145).

NOTE: The above procedures should be specified in the Maintenance Organization Exposition and be accepted by the MAA.

57. Typical tasks that may be certified and/or carried out by the commander holding an ATPL or CPL or an MOD appropriate aircrew qualification, are specific minor maintenance or simple checks for which training has been given and recorded by the maintenance organization. Examples given below are not prescriptive or exhaustive but indicate, in general terms, the scope of complexity for aircrew technical tasks:

a. Replacement of internal lights, filaments and flash tubes.

b. Closing of cowlings and re-fitment of quick access inspection panels.

c. Minor role changes not involving weapon systems e.g. stretcher fit, dual controls, doors, photographic equipment etc.

d. Resetting of aircraft arrestor gear and stowage of brake chutes.




e. Any check/replacement involving simple techniques consistent with this AMC and as agreed by the MAA.

58. Holders of a valid JAR FCL Flight engineer's licence, or an MOD flight engineer qualification on the aircraft type may only exercise this limited certification authorisation privilege when performing the duties of a flight engineer. In addition to RA 4806(10) AMC Paragraph 60, Sub-paragraphs a-e, specific minor maintenance or simple fault rectification tasks for which training has been received may be carried out. Examples given below are not prescriptive or exhaustive but indicate, in general terms, the scope of complexity for flight engineer technical tasks:

a. Replacement of wheel assemblies.

b. Replacement of simple crew escape and emergency equipment that is easily accessible.

c. Replacement of ovens, boilers and beverage makers.

d. Replacement of internal and external lights, filaments and flash tubes.

e. Replacement of passenger and cabin crew seats, seat belts and harnesses.

f. Simple replacement of overhead storage compartment doors and cabin furnishing items.

g. Replacement of static wicks.

h. Replacement of aircraft main and APU aircraft batteries.

i. Replacement of in-flight entertainment system components but excluding public address.

j. The de-activation only of sub-systems and aircraft components as permitted by the operator’s Minimum Equipment List or the aircraft PTL’s Maint Manual Topic 2N/A/R1 or Topic 14, where such de-activation has been agreed by the MAA as a simple task.

k. Re-setting of tripped circuit breakers under the guidance of maintenance control (or the MOD parent unit Engineering Operations’ Centre).

l. Any other simple task as agreed by the MAA for a particular aircraft type only where it is agreed that the task is simple.

59. The authorisation should have a finite life of twelve months subject to satisfactory re-current training on the applicable aircraft type.

60. For the purposes of 4806(10) sub-paragraph e, ‘unforeseen’ means that the aircraft grounding could not reasonably have been predicted by the operator because the fault was unexpected due to being part of a hitherto reliable system.

61. A one-off authorisation should only be considered for issue by the quality department of the contracted organization after it has made a reasoned judgement that such a requirement is appropriate under the circumstances and at the same time maintaining the required airworthiness standards. The organization’s quality department will need to assess each situation individually prior to the issuance of a one-off authorisation

62. A one-off authorisation should not be issued where the level of certification required could exceed the knowledge and experience level of the person it is issued to. In all cases, due consideration should be given to the complexity of the work involved and the availability of required tooling and/or test equipment needed to complete the work.

63. In those situations where the requirement for a one off authorisation to issue a Certificate of Release to Service for a task on an aircraft type for which certifying staff does not hold a type-rated authorisation has been identified, the following procedure is recommended:

64. Flight crew should communicate details of the fault to the operator’s supporting




maintenance organization with full details of the fault. If necessary the supporting maintenance organization will then request the use of a one off authorisation from the quality department.

65. When issuing a one off authorisation, the quality department of the organization should verify that:

a. Full technical details relating to the work required to be carried out have been established and passed to the certifying staff.

b. The organization has an approved procedure in place for co-ordinating and controlling the total maintenance activity undertaken at the location under the authority of the one off authorisation.

c. The person to whom a one-off authorisation is issued has been provided all the necessary information and guidance relating to maintenance data and any special technical instructions associated with the specific task undertaken. A detailed step-by-step worksheet has been defined by the organization, communicated to the one off authorisation holder.

d. The person holds authorisations of equivalent level and scope on other aircraft type of similar technology, construction and systems.

66. The one off authorisation holder should sign off the detailed step-by-step worksheet when completing the work steps. The completed tasks should be verified by visual examination and/or normal system operation upon return to an appropriately approved RA 4800-4849 (MIL Part 145) maintenance facility.

67. This clause addresses staff not employed by the maintenance organization who meet the requirements of RA 4806(10) (MIL. 145.A.30 (j)(5)). In addition to the items listed in RA 4806 AMC Paragraphs 66, 67 (a, b and c) and 68 (MIL. AMC 145.A.30 (j)(5)(i) paragraph 1, 2(a), (b) and (c) and 3), the quality department of the organization may issue such one off authorisation providing full qualification details relating to the proposed certifying personnel are verified by the quality department and made available at the location.


68. Nil.






RA 4807 - Certifying Staff and MIL. Cat' B1 & B2 Support Staff (MIL. 145.A.35)


Contents 4807(1): Certifying Staff Knowledge (MIL.145.A.35(a)) 4807(2): Certification Authorization to Certifying Staff (MIL.145.A.35(b)) 4807(3): Certification Staff Experience Requirements (MIL.145.A.35(c)) 4807(4): Certification Staff Continuation Training (MIL.145.A.35(d)) 4807(5): Continuation Training Programme (MIL.145.A.35(e)) 4807(6): Certifying Staff Competence Assessment (MIL.145.A.35(f)) 4807(7): Issue of Certification Authorization (MIL.145.A.35(g)) 4807(8): Certification Authorization Codes (MIL.145.A.35(h)) 4807(9): Responsibility for Issuing Certification Authorization (MIL.145.A.35(i)) 4807(10): Record of Certifying Staff (MIL.145.A.35(j)) 4807(11): Retention Period for Certification Records (MIL.145.A.35(k)) 4807(12): Provision to Staff of a Copy of their Certification Authorization (MIL.145.A.35(l)) 4807(13): Requirement to Produce Certification Authorization (MIL.145.A.35(m)) 4807(14): Minimum Age of Certifying Staff (MIL.145.A.35(n))



Regulation 4807(1)

Certifying Staff Knowledge (MIL.145.A.35(a)) 4807(1) In addition to the appropriate requirements of RA 4806(7)

and (8), (MIL 145.A.30 (g) and (h)) the organization shall ensure that certifying staff and MIL. Category B1 and B2 support staff have an adequate understanding of the relevant aircraft and/or components to be maintained together with the associated organization procedures. In the case of certifying staff, this must be accomplished before the issue or re-issue of the certification authorisation. ‘MIL. Category B1 and B2 support staff' means those MIL. Category B1 and B2 staff in the ‘base’ maintenance environment who do not hold necessarily certification privileges. ‘Relevant aircraft and/or components’, means those aircraft or components specified in the particular certification authorisation. ‘Certification authorisation ’means the authorisation issued to certifying staff by the organization and which specifies the fact that they may sign certificates of maintenance within the limitations stated in such authorisation on behalf of the approved organization.


1. Adequate understanding of the relevant aircraft and/or aircraft component(s) 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, what are the more common faults with associated consequences.

2. The organization should hold copies of all documents that attest to qualification, and to recent experience.


3. Nil.

Regulation 4807(2)

Certification Authorization to Certifying Staff MIL.145.A.35(b) 4807(2) Excepting those cases listed in RA 4806(10) MIL. 145.A.30

(j) the organization shall issue a certification authorisation to certifying staff in relation to the basic categories or subcategories and any type rating registered in accordance with RA 4950 (MIL Part 66 – to be issued) requirements (or other MOD equivalent qualification), or listed on an EASA aircraft maintenance license, subject/license remaining valid throughout the validity period of the authorisation, and the certifying staff remaining in compliance with other requirements of RA 4950 (MIL. Part 66 – to be issued) (or



other MOD equivalent qualification).


4. The organization should issue the certification authorisation when satisfied that compliance has been established with the appropriate clauses of RA 4800-4849 (MIL part 145) and RA 4950 (MIL. Part 66 – to be issued) (or other MOD equivalent qualification). In granting the certification authorisation the maintenance organization approved under RA 4800-4849 (MIL Part 145) needs to be satisfied that the person holds a valid RA 4950 (MIL Part 66 – to be issued) (or other MOD equivalent qualification) aircraft maintenance licence.


5. Nil.

Regulation 4807(3)

Certification Staff Experience Requirements (MIL.145.A.35(c)) 4807(3) The organization shall ensure that all certifying staff and MIL.

Category B1 and B2 (or MOD equivalent) support staff are involved in at least six months of actual relevant aircraft or component maintenance experience in any consecutive two year period. For the purpose of this clause ‘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 authorisation and/or has actually carried out maintenance on at least some of the aircraft type systems specified in the particular certification authorisation.






7. Nil.

Regulation 4807(4)

Certification Staff Continuation Training (MIL.145.A.35(d)) 4807(4) The organization shall ensure that all certifying staff and MIL.

Category B1 and B2 (or MOD equivalent) support staff receive sufficient continuation training in each two year period to ensure that such staff have up-to-date knowledge of relevant technology, organization procedures and human factor issues.


8. Continuation training is a two 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, consideration should be given to the possibility that such training has the involvement of 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.

9. Continuation training should cover changes in relevant requirements such as RA 4800-4849 (MIL 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 company in order that they can be corrected. This does not preclude the possible need to carry out a quality audit of such procedures.

10. Continuation training should be of sufficient duration in each 2-year period to meet the intent of RA 4807(4) (MIL. 145.A.35 (d)), and may be split into a number of separate elements. RA 4807(4) (MIL. 145.A.35 (d)), requires such training to keep certifying staff updated in terms of relevant technology, procedures and human factors issues which means it is one part of ensuring quality. Therefore sufficient duration should be related to relevant quality audit findings and other internal/external sources of information available to the organization on human errors in maintenance. This means that in the case of an organization that maintains aircraft with few relevant quality audit findings, continuation training could be limited to days rather than weeks, whereas a similar organization with a number of relevant quality audit findings, such training may take several weeks. For an organization that maintains aircraft components, the duration of continuation training would follow the same philosophy but should be scaled down to reflect the more limited nature of the activity. For example certifying staff who release hydraulic pumps may only require a few hours of continuation training whereas those who release turbine engines may require a few days of such training. The content of continuation training should be related to relevant quality audit findings and it is recommended that such training is reviewed at least once in every 24 month period.

11. The method of training is intended to be a flexible process and could, for example, include a RA 4900 (MIL Part 147 - to be issued) 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 unless such training is undertaken by an organization approved under RA 4900 (MIL Part 147 - to be issued) when such details



may be specified under the approval and cross-referenced in the maintenance organization exposition.


12. Nil.



Regulation 4807(5)

Continuation Training Programme (MIL.145.A.35(e)) 4807(5) The organization shall establish a programme for

continuation training for certifying staff and MIL. Category B1 and B2 (or MOD equivalent) support staff, including a procedure to ensure compliance with the relevant paragraphs of RA 4807 (MIL 145.A.35) as the basis for issuing certification authorisations under this Part to certifying staff, and a procedure to ensure compliance with RA 4950 (MIL Part 66 - to be issued) (or MOD equivalent).


13. 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 RA 4807(10) (MIL. 145.A.35 (j)).


14. Nil.

Regulation 4807(6)

Certifying Staff Competence Assessment (MIL.145.A.35(f)) 4807(6) Except where any of the unforeseen cases of RA 4806(10)

(MIL. 145.A.30(j)) apply, the organization shall assess all prospective certifying staff for their competence, qualification and capability to carry out their intended certifying duties in accordance with a procedure as specified in the exposition prior to the issue or re-issue of a certification authorisation under this Part.


15. As stated in RA 4807(6) (MIL. 145.A.35(f)) with one exception, all prospective certifying staff are required to be assessed for competence, qualification and capability related to intended certifying duties. There are a number of ways in which such assessment may be carried out but the following points need to be considered to establish an assessment procedure that fits the particular organization.

16. Competence and capability can 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. When the person has been recruited from another approved maintenance organization and was a certifying person in that organization then the organization should accept a written confirmation from the person responsible for running the quality system about the person.

17. Qualification assessment means collecting copies of all documents that attest to qualification, such as the licence and/or any authorisation 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 product type differences training.


18. Nil.

Regulation 4807(7)

Issue of Certification Authorization (MIL.145.A.35(g)) 4807(7) When the conditions of RA 4807(1), (2), (4) and (6) and,

where applicable, (3) (MIL 145.A.35(a), (b), (d) and where applicable (f)) have been fulfilled by the certifying staff, the organization shall issue a certification authorisation that clearly specifies the scope and limits of such authorisation. Continued validity of the certification authorisation is dependent upon continued compliance with RA 4807(1), (2), (4), and where applicable, (3) (MIL 145.A.35(a), (b), (d) and where applicable (f)).




20. Nil.

Regulation 4807(8)

Certification Authorization Codes (MIL.145.A.35(h)) 4807(8) The certification authorisation must be in a style that makes

its scope clear to the certifying staff and any authorized person who may require to examine the authorisation. Where codes are used to define scope, the organization shall make a code translation readily available. ‘Authorized person’ means the officials of the MAA who have responsibility for the oversight of the maintained aircraft or component.






22. Nil.

Regulation 4807(9)

Responsibility for Issuing Certification Authorization (MIL.145.A.35(i)) 4807(9) The person responsible for the quality system shall also

remain responsible on behalf of the organization for issuing certification authorisations 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.




24. Nil.

Regulation 4807(10)

Record of Certifying Staff (MIL.145.A.35(j)) 4807(10) The organization shall maintain a record of all certifying staff

and MIL. Category B1 and B2 (or MOD equivalent) support staff. The staff records shall contain:

(a) Details of any aircraft maintenance licence held; (b) All relevant training completed; (c) The scope of the certification authorisations issued, where relevant; and Particulars of staff with limited or one-off certification authorisations.




25. 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 approval.

h. Scope of the authorisation.

i. Date of first issue of the authorisation.

j. If appropriate - expiry date of the authorisation.

k. Identification Number of the authorisation.

l. Security clearance where applicable.

26. 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.

27. 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.

28. A member of the MAA is an authorized person when investigating the records system for initial and continued approval or when the MAA has cause to doubt the competence of a particular person.


29. In the case of an approval based on one person using a subcontracted quality monitoring arrangement, the requirement for a record of certifying 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 3 approval schedule defines the authorization. An appropriate statement, to reflect this situation, should be included in the exposition.

Regulation 4807(11)

Retention Period for Certification Records (MIL.145.A.35(k)) 4807(11) The organization shall retain the record for at least two years

after the certifying staff or MIL. B1 or B2 (or MOD equivalent) support staff have ceased employment with the organization or as soon as the authorisation has been withdrawn. In addition, upon request, the maintenance organization shall furnish certifying staff with a copy of their record on leaving the organization. The certifying staff shall be given access on request to their personal records as detailed above.






31. Nil.

Regulation 4807(12)

Provision to Staff of a Copy of Their Certification Authorization (MIL.145.A.35(l)) 4807(12) The organization shall provide certifying staff with a copy of

their certification authorisation in either a documented or electronic format.




33. Nil.



Regulation 4807(13)

Requirement to Produce Certification Authorization (MIL.145.A.35(m)) 4807(13) Certifying staff, or where applicable, the organization, shall

produce their certification authorisation to any authorized person within 24 hours.




35. Nil.

Regulation 4807(14)

Minimum Age of Certifying Staff (MIL.145.A.35(n)) 4807(14) The minimum age for certifying staff and MIL. Category B1

and B2 (or MOD equivalent) support staff is 18 years (MOD Service requirement).




37. Nil.






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


Contents 4808(1): Equipment Tools and Materials (MIL 145.A.40(a)) 4808(2): Control of Equipment Tools and Materials (MIL 145.A.40(b))

Regulation 4808(1)

Equipment Tools and Materials (MIL 145.A.40(a)) 4808(1) The organisation shall have available and use the necessary

equipment, tools and material to perform the approved scope of work.

(a) Where the manufacturer 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 PT, via procedures specified 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 approved for ‘base’ maintenance shall have sufficient aircraft access equipment and inspection platforms/docking such that the aircraft can be properly inspected.


1. Once the applicant for approval has determined the intended scope of approval for consideration by the MAA, it will be necessary to show that all tools and equipment as specified in the maintenance data can be made available when needed. 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. Where agreed in the relevant contract, Government Furnished Equipment (GFE) is acceptable but, where appropriate must be controlled in the manner stipulated above.


2. Nil.



Regulation 4808(2)

Control of Equipment Tools and Materials (MIL 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.


3. The control of these tools and equipment requires that the organization has 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 or 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 or service or calibration is due and if the item is unserviceable for any other reason where it may not be obvious. A register should be maintained for all precision tooling and equipment together with a record of calibrations and standards used. An AMC for control and calibration of tools, equipment and test equipment is contained in MAP Chapter 6.1.

4. Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturers' instructions except where the organization can show by results that a different time period is appropriate in a particular case.


5. Nil.



RA 4809 - Acceptance of Components (MIL. 145.A.42)


Contents 4809(1): Component Classification (MIL 145.A.42(a)) 4809(2): Eligibility of Component (MIL 145.A.42(b)) 4809(3): Fabrication of Components (MIL 145.A.42(c)) 4809(4): Certification of Components as Unsalvageable (MIL 145.A.42(d))

Regulation 4809(1)

Component Classification (MIL 145.A.42(a)) 4809(1) Components shall be classified and appropriately

segregated into the following categories: (a) Components which are in a satisfactory (serviceable) condition, released on an MOD Form 731 (see Manual of Maintenance and Airworthiness Processes – Supplement – MOD Form 700 Series of Forms (MAP-02), Chapter 1.4, MOD Form 731) or EASA Form 1 or equivalent. (b) Unserviceable components which shall be maintained in accordance with this section. (c) Unsalvageable/ Scrap components which are classified in accordance with RA 4809(4) (MIL 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 maintenance data. (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. All material must be accompanied by documentation clearly relating to the particular material and containing a conformity to specification statement plus both the manufacturing and supplier source.




1. An equivalent document to an MOD Form 731 may be:

a. An EASA Form 1.

b. A release document issued by an organization under the terms of an agreement signed by the MAA.

c. A release document issued by an organization approved under the terms of a JAA maintenance bilateral agreement.

d. A JAA Form One issued prior to 28 September 2003 by a JAR 145 organization approved by a JAA Full Member State.

e. In the case of new aircraft components that were released from manufacturing prior to the Part 21 compliance date the component should be accompanied by a JAA Form One issued by a JAR 21 organization approved by a JAA Full Member Authority and within the JAA mutual recognition system.

f. A JAA Form One issued prior to 28 September 2005 by a production organization recognised by the MAA.

g. A FAA Form 8130.

h. A DoT Form 24-0078 (Canadian).

i. Any item received in primary packaging from MOD sources through the MOD supply system will be considered suitable for fitment to a military registered aircraft.

j. A Certificate of Conformance (CoC).

NOTE: When an item is received with a CoC, where possibly, the accreditations of the originator are to be established, acceptable accreditations would include, Airline Suppliers Association, EN9100, or be an Agent or Authorized Distributor for the item. Maintenance organizations should have a procedure in place for assessing suppliers.


2. Nil.

Regulation 4809(2)

Eligibility of Component (MIL 145.A.42(b)) 4809(2) Prior to installation of a component, the organization shall

ensure that the particular component is eligible to be fitted when different modification and/or AD / SI(T) standards may be applicable.


3. The EASA Form 1 identifies the eligibility and status of an aircraft component. Block 13 "Remarks" on the EASA Form 1 in some cases contains vital airworthiness related information, which may need appropriate and necessary actions. The MOD Form 731 may also contain airworthiness related information. The receiving organization should be satisfied that the component in question is in satisfactory condition and has been appropriately released. In addition, 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 manufacturer's parts catalogue or other approved data (i.e. SB/MOD SI(T)). Care should also be exercised in ensuring compliance with applicable airworthiness




directives and the status of any life limited parts fitted to the aircraft component.


4. Nil.

Regulation 4809(3)

Fabrication of Components (MIL 145.A.42(c)) 4809(3) The organization may fabricate a restricted range of parts to

be used in the course of undergoing work within its own facilities provided procedures are identified in the exposition.


5. The agreement by the MAA for the fabrication of parts by the approved maintenance organization should be formalised through the approval of a detailed procedure in the Maintenance Organization Exposition. This AMC contains principles and conditions to be taken into account for the preparation of an acceptable procedure.

6. Fabrication, inspection assembly and test should be clearly within the technical and procedural capability of the organization.

7. All necessary data to fabricate the part should be approved by the PT.

8. Items fabricated by an organization approved under RA 4800-4849 (MIL. Part 145) may 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 fabricate does not constitute approval for manufacture, or to supply externally. A MOD F731 annotated in red, “FABRICATED ITEM IAW RA 4809(3) (MIL145A.42c) FOR EXCLUSIVE USE BY THE FABRICATING ORGANIZATION WITHIN ITS OWN FACILITIES” is to be attached to the Part. This prohibition also applies to the bulk transfer of surplus inventory, in that locally fabricated parts are physically segregated and excluded from any delivery certification.

9. Fabrication of parts, modification kits etc for onward supply and/or sale may not be conducted by an organization approved under RA 4800-4849 (MIL. Part 145).

10. The data specified in paragraph 7 may include repair procedures involving the fabrication of parts. Where the data on such parts is sufficient to facilitate fabrication, the parts may be fabricated by an organization approved under RA 4800-4849 (MIL. Part 145). Care should be taken to ensure that the data include 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 cannot fabricate the part unless the aircraft type PT gives an approved alternative.

11. Examples of fabrication under the scope of an RA 4800-4849 (MIL. Part 145) approval can include but are not limited to the following:




k. Fabrication of bushes, sleeves and shims.

l. Fabrication of secondary structural elements and skin panels.

m. Fabrication of control cables.

n. Fabrication of flexible and rigid pipes.

o. Fabrication of electrical cable looms and assemblies.

p. Formed or machined sheet metal panels for repairs.

12. All of the above fabricated parts, should be in accordance with data provided in overhaul or repair manuals, modification schemes and service bulletins, drawings or otherwise approved by the PT.

NOTE 1 It is not acceptable to fabricate any item to pattern unless an engineering drawing of the item is produced which includes any necessary fabrication processes and which is acceptable to the PT.

13. 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 or SB or SI(T) but provides manufacturing drawings for items specified in parts lists, the fabrication of these items is not considered to be within the scope of an approval unless agreed otherwise by the PT in accordance with a procedure specified in the exposition.

14. Inspection and Identification. Any locally 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. Adequate records should be maintained of all such fabrication processes including, heat treatment and the final inspections. All parts, except those having not enough space, 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.


15. Nil.

Regulation 4809(4)

Certification of Components as Unsalvageable (MIL 145.A.(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 certified life limits have been extended or a repair solution has been approved according to Part 21 or 5000 Series: Design and Modification Engineering Regulations (DME).




16. The following types of components should typically be classified as unsalvageable/scrap:

q. Components with non-repairable faults, whether visible or not to the naked eye.

r. Components that do not meet design specifications, and cannot be brought into conformity with such specifications.

s. Components subjected to unacceptable modification or rework that is irreversible.

t. Certified life-limited parts that have reached or exceeded their certified life limits, or have missing or incomplete records.

u. Components that cannot be returned to airworthy condition due to exposure to extreme forces, heat or adverse environment.

v. Components for which conformity with an applicable airworthiness directive or MOD SI(T) cannot be accomplished.

w. Components for which maintenance records and/or traceability to the manufacturer cannot be retrieved.

17. It is common practice for possessors of aircraft components to dispose of unsalvageable components by selling, discarding, or transferring such items. In some instances, these items have reappeared for sale and in the active parts inventories of the aviation community. Misrepresentation of the status of components and the practice of making such items appear serviceable have resulted in the use of unsalvageable nonconforming components. Therefore organizations disposing of unsalvageable aircraft components should consider the possibility of such components later being misrepresented and sold as serviceable components. Caution should be exercised to ensure that unsalvageable components are disposed of in a manner that does not allow them to be returned to service.


18. Nil.






RA 4810 - Maintenance Data (MIL. 145.A.45)


Contents 4810(1): Approved and Current Maintenance Data (MIL 145.A.45(a)) 4810(2): Applicable Maintenance Data (MIL 145.A.45(b)) 4810(3): Requirement to Inform Maintenance Data Author of Errors (MIL 145.A.(c)) 4810(4): Modification of Maintenance Data (MIL 145.A.45(d)) 4810(5): Common Work Card or Work Sheet (MIL 145.A.45(e)) 4810(6): Availability of Maintenance Data (MIL 145.A.45(f)) 4810(7): Maintaining the Accuracy of Maintenance Data (MIL 145.A.45(g))

Regulation 4810(1)

Approved and Current Maintenance Data (MIL 145.A.45(a)) 4810(1) The organization shall hold and use applicable, approved

and current maintenance data in the performance of maintenance, including modifications and repairs. ‘Applicable’ means relevant to any aircraft, component or process specified in the organization’s approval class rating schedule and in any associated capability list. In the case of maintenance data provided by the CAMO, the organization shall hold such data when the work is in progress, with the exception of the need to comply to RA 4813(3) (MIL. Part 145.A.55(c)).


1. To be defined.


2. Nil.

Regulation 4810(2)

Applicable Maintenance Data (MIL 145.A.45(b)) 4810(2) For the purposes of RAs 4800-4849, applicable maintenance

data shall be any of the following: (a) Any applicable requirement, procedure,



Regulation 4810(2)

operational directive or information issued by, the authority responsible for the oversight of the aircraft or component. (b) Any applicable AD or SI(T) issued by the authority responsible for the oversight of the aircraft or component. (c) Instructions for continuing airworthiness, issued by type certificate holders, supplementary type certificate holders, or any other MAA approved organization required to publish such data by Part 21 or an applicable MOD requirement. (d) Any applicable standard, such as but not limited to, maintenance standard practices recognised by the MAA as a good standard for maintenance; (e) Any applicable data issued in accordance with RA 4810(4) (MIL. Part 145.A.45(d)).


3. Except as specified in Paragraph 7, each maintenance organization approved under RA 4800-4849 (MIL. Part-145) should hold and use the following minimum maintenance data relevant to the organization’s approval class rating. All maintenance related Implementing Rules and associated AMCs, approval specifications and Guidance Material, all applicable national maintenance requirements and notices which have not been superseded by MAA requirement, procedure or directive.

4. In addition to Paragraph 3, an organization with an approval class rating in MIL. Category A - Aircraft should hold and use the following maintenance data where published:

a. The appropriate sections of the operator’s aircraft maintenance programme.

b. Aircraft maintenance manual.

c. Repair manual, supplementary structural inspection document.

d. Corrosion control document.

e. Service bulletins, service letters, service instructions, (all covered in the MOD system by SIs(T).

f. Modification leaflets.

g. NDT manual.

h. Parts catalogue.

i. Type certificate data sheet (TCDS). In the UK MOD system, the TCDS information will be held in the MOD Release To Service (RTS) document and the Generic Aircraft Release Process.

j. Any other specific document issued by the type certificate or supplementary type certificate holder or for military registered aircraft the relevant PT leader/Project Engineer, as maintenance data.

5. In addition to Paragraph 3, an organization with an approval class rating in MIL. Category B – Engines / APUs, should hold and use the following maintenance data where published:

a. The appropriate sections of the engine/APU maintenance and repair




manual.

b. Service bulletins, service letters, (all covered in the MOD system by SI(T)s ).

c. Modification leaflets.

d. Non-destructive inspection (NDI) manual.

e. Parts catalogue.

f. Type certificate data sheet.

g. Any other specific document issued by the type certificate holder or the MOD PT/Project Engineer, as maintenance data.

6. In addition to Paragraph 3, an organization with an approval class rating in MIL. Category C - Components other than complete engines/APUs, should hold and use the following maintenance data where published:

a. The appropriate sections of the vendor maintenance and repair manual.

b. Service bulletins and service letters or MOD SI(T)s;

c. plus any document issued by the type certificate holder or the MOD PT/Project Engineer as maintenance data on whose product the component may be fitted when applicable.

7. Appropriate sections of Paragraphs 4 to 6, additional maintenance data means in relation to the maintenance work scope at each particular maintenance facility. For example, a ‘base’ maintenance facility should have almost complete set(s) of the maintenance data whereas a ‘line’ maintenance facility may need only the maintenance manual and the parts catalogue.

8. An organization only approved in class rating MIL. Category D – Specialised Services, should hold and use all applicable specialised service(s) process specifications.

9. An organization with an approval in class rating MIL. Category W – Weapons / Escape Systems / Explosives, should hold and use all applicable process specifications and maintenance data where published. The appropriate sections of the vendor maintenance and repair manual, service bulletins, service letters and/or MOD SI(T)s plus any document issued by the type certificate holder or the MOD PT/Project Engineer, as maintenance data on whose product the equipment may be fitted when applicable.


10. Nil.

Regulation 4810(3)

Requirement to Inform Maintenance Data Author of Errors (MIL 145.A.(c)) 4810(3) The organization shall establish procedures to ensure that if

found, any inaccurate, incomplete or ambiguous procedure, practice, information or maintenance instruction contained in the maintenance data used by maintenance personnel is recorded and notified to the author of the maintenance data.




11. The referenced procedure should ensure that when maintenance personnel discover inaccurate, incomplete or ambiguous information in the maintenance data they should record the details. The procedure should then ensure that the RA 4800-4849 (MIL. Part 145) approved maintenance organization notifies the problem to the author/sponsor of the maintenance data in a timely manner. A record of such communications to the author/sponsor of the maintenance data should be retained by the RA 4800-4849 (MIL. Part 145) approved organization until such time as the Type Certificate Holder/MOD approved Design Organization has clarified the issue by e.g. amending the maintenance data.

12. The referenced procedure should be specified in the Maintenance Organization Exposition.


13. Nil.

Regulation 4810(4)

Modification of Maintenance Data (MIL 145.A.45(d)) 4810(4) The organization may only modify maintenance instructions

in accordance with a procedure specified in the maintenance organization’s exposition. With respect to those changes, the organization shall demonstrate that they result in equivalent or improved maintenance standards and shall inform the Type-Certificate Holder / Supplemental Type-Certificate Holder or other approved organization of such changes. Maintenance instructions for the purposes of this paragraph, means instructions on how to carry out the particular maintenance task: they exclude the engineering design of repairs and modifications.


14. The referenced procedure should address the need for a practical demonstration by the mechanic to the quality personnel of the proposed modified maintenance instruction. When satisfied the quality personnel should approve the modified maintenance instruction and ensure that Type-Certificate Holder/Supplemental Type-Certificate Holder/MOD approved designer is informed of the modified maintenance instruction. The procedure should include a paper/electronic traceability of the complete process from start to finish and ensure that the relevant maintenance instruction clearly identifies the modification. Modified maintenance instructions should only be used in the following circumstances:

15. Original intent can be carried out in a more practical or more efficient manner.

16. Where the TC/ STC holders/ MOD PTs original intent cannot be achieved by following the maintenance instructions. For example, where a component cannot be replaced following the original maintenance instructions.

17. For the use of alternative tools/equipment.




18. Nil.

Regulation 4810(5)

Common Work Card or Work Sheet (MIL 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. In addition, the organization shall either transcribe accurately the maintenance data contained in RA 4810(2) and (4) (MIL 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 maintenance data. Work cards and worksheets may be computer generated and held on an electronic database 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. 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.

NOTE Where the organization provides a maintenance service to an aircraft operator who requires their work card or worksheet system (e.g. MOD Form 700 series, LITS, WRAM) to be used then such work card or worksheet system may be used. In this case, the organization shall establish a procedure to ensure correct completion of the aircraft operators’ work cards or worksheets.


19. Relevant parts of the organization means with regard to aircraft ‘base’ maintenance, aircraft ‘line’ maintenance, engine workshops, mechanical workshops and avionic workshops. Therefore, for example engine workshops should have a common system throughout such engine workshops that may be different to that in aircraft ‘base’ maintenance.

20. The work cards should differentiate and specify, when relevant, disassembly, accomplishment of task, reassembly and testing. 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.


21. Nil.



Regulation 4810(6)

Availability of Maintenance Data (MIL 145.A.45(f)) 4810(6) 4810The organization shall ensure that all applicable

maintenance data is readily available for use when required by maintenance personnel.


22. To be defined.


23. Nil.

Regulation 4810(7)

Maintaining the Accuracy of Maintenance Data (MIL 145.A.45(g)) 4810(7) The organization shall establish a procedure to ensure that

maintenance data it controls is kept up to date. In the case of operator/customer controlled and provided maintenance data, the organization shall be able to show that either it has written confirmation from the operator/customer that all such maintenance data is up to date or it has work orders specifying the amendment status of the maintenance data to be used or it can show that it is on the operator/customer maintenance data amendment list.


24. 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.

25. Data being made available to personnel maintaining aircraft means that the data should be available in close proximity to the aircraft being maintained, for supervisors, mechanics and certifying staff to study.

26. Where computer systems are used, the number of computer terminals should be sufficient in relation to the size of the work programme to enable easy access, unless the computer system can produce paper copies. Where microfilm or microfiche readers/printers are used, a similar requirement is applicable and, where prints are taken, a control procedure is required to ensure out of date data is not used.




27. Nil.






RA 4811 - Production Planning (MIL. 145.A.47)


Contents 4811(1): Production Planning System (MIL 145.A.47(a)) 4811(2): Human Performance Limitations (MIL 145.A.47(b)) 4811(3): Handover of Maintenance Tasks (MIL 145.A.47(c))

Regulation 4811(1)

Production Planning System (MIL 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, maintenance data and facilities in order to ensure the safe completion of the maintenance work.


1. 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 production function.

2. For the purpose of RA 4800-4849 (MIL. Part 145), the production planning function includes two complementary elements:

a. Scheduling the maintenance work ahead, to ensure that it will not adversely interfere with other work as regards the availability of all necessary personnel, tools, equipment, material, maintenance data and facilities.

b. During maintenance work, organising maintenance teams and shifts and provide all necessary support to ensure the completion of maintenance without undue time pressure.

3. When establishing the production planning procedure, consideration should be given to the following:

a. Logistics;

b. Inventory control;

c. Square metres of accommodation;

d. Man-hours estimation;

e. Man-hours availability;

f. Preparation of work;

g. Hangar availability;

h. Environmental conditions (access, lighting standards and cleanliness);

i. Co-ordination with internal and external suppliers, etc.




4. Nil.

Regulation 4811(2)

Human Performance Limitations (MIL 145.A.47(b)) 4811(2) The planning of maintenance tasks, and the organising of

shifts, shall take into account human performance limitations.


5. Limitations of human performance, in the context of planning safety related tasks, refers to the upper and lower limits, and variations, of certain aspects of human performance (Circadian rhythm / 24 hours body cycle) which personnel should be aware of when planning work and shifts.


6. Nil.

Regulation 4811(3)

Handover of Maintenance Tasks (MIL 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.


7. The primary objective of the changeover/handover information is to ensure effective communication at the point of handing over the continuation or completion of maintenance actions. Effective task and shift handover depends on three basic 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.

8. A formalised process for exchanging information between outgoing and incoming persons and a planned shift overlap and a place for such exchanges to take place.




9. Nil.






RA 4812 - Certification of Maintenance (MIL. 145.A.50)


Contents 4812(1): Certificate of Maintenance (MIL 145.A.50(a)) 4812(2): Aircraft Release for Flight (MIL 145.A.50(b)) 4812(3): New Faults (MIL 145.A.50(c)) 4812(4): Component Certificate of Maintenance (MIL 145.A.50(d)) 4812(5): Incomplete Maintenance (MIL 145.A.50(e)) 4812(6): Not Used (MIL 145.A.50(f))

Regulation 4812(1)

Certificate of Maintenance (MIL 145.A.50(a)) 4812(1) A certificate of maintenance shall be issued by appropriately

authorized certifying staff on behalf of the organization when it has been verified that all maintenance ordered has been properly carried out by the organization in accordance with the procedures specified in RA 4816 (MIL. 145.A.70), taking into account the availability and use of the maintenance data specified in RA 4810 (MIL. 145.A.45) and that there are no non-compliances which are known that hazard seriously the flight safety.


1. A component which has been maintained off the aircraft needs the issue of a certificate of maintenance (MOD Form 731) for such maintenance. Further certification is required in regard to a component being installed properly on the aircraft when such action occurs. In the later case the certification is on a maintenance document (MOD Form 707 or equivalent). In the case of ‘base’ maintenance this takes the form of a separate task sign off for the maintenance and installation tasks.

2. When an organization maintains a component for use by the organization, a certificate of maintenance may not be necessary depending upon the organizations' internal release procedures defined in the Maintenance Organization Exposition.

3. “Hazard seriously the flight 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. Any ADs/SI(T) overdue for compliance is also considered a hazard to flight safety.

4. In the case of the issue of a certificate of maintenance (MOD Form 731) for components in storage prior to RA 4800-4849 (MIL. Part 145) and not released on a MOD F731 or equivalent in accordance with RA 4809(1) (MIL. 145.A.42 (a)), or removed serviceable from a serviceable aircraft or an aircraft which have been withdrawn from service the following applies.

5. A certificate of maintenance may be issued for an aircraft component which has been:

a. Maintained before RA 4800-4849 (MIL. Part 145) became effective or




manufactured before Part 21 became effective.

b. Used on an aircraft and removed in a serviceable condition. Examples include leased and loaned aircraft components.

c. Removed from aircraft which have been withdrawn from service, or from aircraft which have been involved in abnormal occurrences such as accidents, incidents, heavy landings or lightning strikes.

d. Components maintained by an unapproved organization.

6. An appropriately rated maintenance organization approved under RA 4800-4849 (MIL. Part 145) may issue a certificate of maintenance as detailed in this AMC Paragraph 9 to 13 as appropriate, in accordance with procedures detailed in the exposition as approved by the MAA. The appropriately rated organization is responsible for ensuring that all reasonable measures have been taken to ensure that only approved and serviceable aircraft components are issued a certificate of maintenance under this paragraph.

7. For the purposes of Paragraph 6 only, 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.

8. A certificate of maintenance issued in accordance with this Clause 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 ADs/MOD SI(T), repairs and modifications known to have been incorporated. If no ADs/MOD SI(T) or 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. For any aircraft component having its own maintenance history record, reference to the particular maintenance history record as long as the record contains the 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.

New/unused Aircraft Components 9. Any unused aircraft component in storage without appropriate release documentation up to the effective date(s) for RA 5000 series (Mil Part 21) that was manufactured by an organization acceptable to the MAA at the time may be issued with a certificate of maintenance by an appropriately rated maintenance organization approved under RA 4800-4849 (MIL. Part 145). The certificate of maintenance should be issued in accordance with the following sub-clauses which should be included in a procedure within the maintenance organization manual.

NOTE : It should be understood that the certification/release of a stored but unused aircraft component in accordance with this Clause represents a maintenance release under RA 4800-4849 (MIL. Part 145) and not a production release. It is not intended to bypass the production release procedure agreed by the MAA for parts and subassemblies intended for fitment on the manufacturers own production line.

10. 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.

11. 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.

12. The storage life used of any storage life limited parts should be established.

13. If it is not possible to establish satisfactory compliance with all applicable conditions specified in RA 4812(1) AMC Paragraphs 9, 10 and 11 inclusive the aircraft component should be disassembled by an appropriately rated organization and subjected to a check for incorporated ADs/MOD SI(T)s, repairs and modifications and inspected/tested in accordance with the manufacturers maintenance instructions to establish satisfactory condition and, if relevant, all seals, lubricants and life limited parts replaced. On satisfactory completion after reassembly a certificate of maintenance may be issued stating what was carried out and the reference of the manufacturers maintenance instructions included.

Used Aircraft Components Removed from a Serviceable Aircraft 14. Serviceable aircraft components removed from a UK military registered aircraft may be issued a certificate of maintenance by an appropriately rated organization subject to compliance with the following sub-clauses:

a. The organization should ensure that the component was removed from the aircraft by an appropriately qualified person.

b. The aircraft component may only be deemed serviceable if the last flight operation with the component fitted revealed no faults on that component/related system.

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 may a certificate of maintenance be issued if it is suspected that the aircraft component has been subjected to extremes of stress, temperatures or immersion that could effect its operation.

e. A maintenance history record should be available for all used serialised aircraft components.

f. Compliance with known modifications and 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/MOD SI(T) should be established.

15. Subject to satisfactory compliance with RA 4812(1) AMC Paragraph 14, a certificate of maintenance may be issued and should contain the information as specified in RA 4812(1) AMC Paragraph 8, including the aircraft from which the aircraft component was removed.

16. Serviceable aircraft components removed from a non-UK military registered aircraft may only be issued a certificate of maintenance if the components are leased or loaned from the maintenance organization approved under RA 4800-4849 (MIL. Part 145) who retains control of the airworthiness status of the components. A certificate of maintenance may be issued and should contain the information as specified in RA 4812(1) AMC Paragraph 8, including the aircraft from which the aircraft component was removed.




Used Aircraft Components Removed from an Aircraft Withdrawn from Service 17. Serviceable aircraft components removed from a UK military registered aircraft withdrawn from service may be issued a certificate of maintenance by a maintenance organization approved under RA 4800-4849 (MIL. Part 145) subject to compliance with the following sub-clauses:

a. Aircraft withdrawn from service are sometimes dismantled for spares. This is considered to be a maintenance activity and should be accomplished under the control of an organization approved under MIL. Part 145, employing procedures approved by the MAA.

b. To be eligible for installation components removed from such aircraft may be issued with a certificate of maintenance by an appropriately rated organization following a satisfactory assessment.

c. As a minimum the assessment will need to satisfy the standards set out in RA 4812(1) AMC Paragraphs 9 to 16 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. Irrespective of whether the aircraft holds a certificate of airworthiness or not, the organization 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 (MIL. Part 145).

e. A structured plan should be formulated to control the aircraft disassembly process. The disassembly is to be carried out by an appropriately rated organization under the supervision of certifying staff, who will ensure that the aircraft components are removed and documented in a structured manner in accordance with the appropriate maintenance data and disassembly plan.

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 is to be used as detailed by the disassembly plan, to facilitate the recording of all maintenance actions and component removals performed during the disassembly process. Components found to be unserviceable are to be identified as such and quarantined pending a decision on the actions to be taken. Records of the maintenance accomplished to establish serviceability are to form part of the component maintenance history.

h. Suitable RA 4800-4849 (MIL. Part 145) facilities for the removal and storage of removed components are to 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.

Used Aircraft Components Maintained by Organizations Not Approved in Accordance with RA 4800-4849 (MIL. Part 145) 18. For used components maintained by a maintenance organization unapproved under RA 4800-4849 (MIL. Part 145), due care should be exercised before acceptance of such components. In such cases an appropriately rated maintenance organization approved under RA 4800-4849 (MIL. Part 145) should establish satisfactory conditions by:

a. Dismantling the component for sufficient inspection in accordance with the appropriate maintenance data.




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 as necessary the component.

d. Completing all certification requirements as specified in RA 4812 (MIL. 145.A.50).

Used Aircraft Components Removed from an Aircraft Involved in an Accident or Incident 19. Such components should only be issued with a certificate of maintenance when processed in accordance with RA 4812(1) AMC Paragraph 17 and a specific work order including all additional necessary tests and inspections made necessary by the accident or incident. Such a work order may require input from the Type Certificate Holder, original manufacturer or MOD approved Design Organization as appropriate. This work order should be referenced on the certificate of maintenance.


20. Nil.

Regulation 4812(2)

Aircraft Release for Flight (MIL 145.A.50(b)) 4812(2) At the completion of any maintenance, certification of its

completion shall be made on the relevant work order by appropriate certifying staff. An associated entry will be completed in the aircraft technical log certifying that all required maintenance has been completed and that the aircraft is released for flight. In the case of aircraft using the MOD Form 700 as the aircraft technical log the MOD Form 700 Co-ordinator is responsible for certifying that all required maintenance has been completed and that the aircraft is released for flight.


21. The certificate of maintenance/release should contain the following Statement: 'Certifies that the work specified except as otherwise specified was carried out in accordance with RA 4800-4849 (MIL. Part 145) and in respect to that work the aircraft/aircraft component is considered ready for use'. Where the MOD Form 700 documentation is used to certify that all maintenance has been carried out on an aircraft prior to flight the appropriate instructions for completion of the documentation are to be used.

22. The certificate of maintenance/release should relate to the task specified in the manufacturer's or operator's instruction or the aircraft maintenance program which itself may cross-refer to a manufacturer's/operator's instruction in a maintenance manual, service bulletin etc.

23. The date such maintenance was carried out should include when the maintenance took place relative to any life or overhaul limitation in terms of date/flying hours/cycles/landings etc., as appropriate.

24. When extensive maintenance has been carried out, it is acceptable for the certificate of maintenance/release to summarise the maintenance so long as there is a




unique cross-reference to the work-pack containing full details of maintenance carried out. Dimensional information should be retained in the work-pack record.

25. The person issuing the certificate of maintenance should use his normal signature except in the case where a computer certificate of maintenance system is used. In this latter case the MAA will need to be satisfied that only the particular person can electronically issue the certificate of maintenance. One such method of compliance is the use of a magnetic or optical personal card in conjunction with a personal identity number (PIN) known only to the individual which is keyed into the computer. A certification stamp is optional.


26. Nil.

Regulation 4812(3)

New Faults (MIL 145.A.50(c)) 4812(3) New faults or incomplete maintenance work orders identified

during the above maintenance shall be brought to the attention of the aircraft operator 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 aircraft operator declines to have such maintenance carried out under this paragraph, RA 4812(5) (MIL 145.A.50(e)) is applicable.




28. Nil.

Regulation 4812(4)

Component Certificate of Maintenance (MIL 145.A.50(d)) 4812(4) A certificate of maintenance shall be issued at the

completion of any maintenance on a component whilst off the aircraft. The label identified as MOD Form 731 (Equipment Conditioning Label), RA 4809 Annex B (MIL Part 145 Appendix A), constitutes the component certificate of maintenance.




29. The purpose of the certificate of maintenance is to release assemblies/items/components/parts (hereafter referred to as ’item(s)’) after maintenance and to release maintenance work carried out on such items under the approval of a MAA and to allow items removed from one aircraft/aircraft component to be fitted to another aircraft/aircraft component.

30. The Mod Form 731 is considered to be the military Certificate of Maintenance. This serves as an official certificate for items from a maintenance organization to users. Items from manufacturers may also be certified/released on an EASA Form 1 or other documentation approved by the MAA. The certificate is not a delivery or shipping note.

31. The certificate may be used as a rotable tag/label by utilising the available space for any additional information and despatching the item with two 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.

32. Under no circumstances may a certificate be issued for any item when it is known that the item has a fault considered a serious hazard to flight safety.

33. A certificate should not be issued for any item when it is known that the item is unserviceable except in the case of an item undergoing a series of maintenance processes at several maintenance organizations approved under RA 4800-4849 (MIL. Part 145) and the item needs a certificate for the previous maintenance process carried out for the next maintenance organization approved under RA 4800-4849 (MIL. Part 145) to accept the item for subsequent maintenance processes. A clear Statement of limitation should be endorsed on the certificate.

NOTE : Aircraft may not be released using the certificate.


34. Nil.

Regulation 4812(5)

Incomplete Maintenance (MIL 145.A.50(e)) 4812(5) By derogation to RA 4812(1) (MIL 145.A.50(a)), when the

organization is unable to complete all maintenance ordered, it may issue a certificate of maintenance within the approved aircraft limitations. The organization shall enter such fact in the aircraft certificate of maintenance before the issue of such certificate. Details of any incomplete maintenance are to be entered in the aircraft technical log by appropriately approved certifying staff.




35. Being unable to establish full compliance with RA 4812(1) (MIL. 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.

36. The aircraft operator is responsible for ensuring that all required maintenance has been carried out before flight and therefore RA 4812(5) (MIL. 145.A.50 (e)), requires such operator to be informed in the case where full compliance with RA 4812(1) (MIL. 145.A.50 (a)), cannot be achieved within the operators limitations. If the operator agrees to the deferment of full compliance, then details of the deferment, including the operator’s authority, should be entered in the aircraft technical log/MOD Form 700 and sanctioned by an approved certifying engineer.

NOTE: Whether or not the aircraft operator does have the authority to defer maintenance is an issue between the aircraft operator and the MAA. In case of doubt concerning such a decision of the operator, the approved maintenance organization should inform the MAA of such doubt, before releasing the aircraft.

37. The procedure should draw attention to the fact that RA 4812(1) (MIL. 145.A.50 (a)), does not normally permit the issue of a release certificate in the case of non-compliance and should state what action the mechanic, supervisor and certifying staff should take to bring the matter to the attention of the relevant department or person responsible for technical co-ordination with the aircraft operator so that the issue may be discussed and resolved with the aircraft operator. In addition, the appropriate person(s) as specified in RA 4806(2) (MIL. 145.A.30 (b)), should be kept informed in writing of such possible non-compliance situations and this should be included in the procedure.


38. Nil.

Regulation 4812(6)

Not Used (MIL 145.A.50(f)) 4812(6) Not Used.


39. Not used.


40. Nil.



RA 4813 - Maintenance Records (MIL. 145.A.55)


Contents 4813(1): Recording of Maintenance Work (MIL 145.A.55(a)) 4813(2): Copies of Certificates of Maintenance (MIL 145.A.55(b)) 4813(3): Retention of Maintenance Records (MIL 145.A.55(c))

Regulation 4813(1)

Recording of Maintenance Work (MIL 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 issuance of the certificate of maintenance, including subcontractor's certificates/release documents.



Regulation 4813(2)

Copies of Certificates of Maintenance (MIL 145.A.55(b)) 4813(2) The organization shall provide a copy of each certificate of

maintenance to the aircraft operator, together with a copy of any specific approved repair / modification data used for repairs/modifications carried out.



Regulation 4813(3)

Retention of Maintenance Records (MIL 145.A.55(c)) 4813(3) The organization shall retain a copy of all detailed

maintenance records and any associated maintenance data as instructed by the MAA.

(a) Records under this Clause shall be stored in a safe way with regard to fire, flood and theft. (b) Computer backup discs, tapes etc. shall be



Regulation 4813(3)

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 organization approved under this Part terminates its operation, all retained maintenance records covering the last two years shall be distributed to the last owner or customer of the respective aircraft or component or shall be stored as specified by the MAA.


3. Associated maintenance data is specific information such as repair and modification data. This does not necessarily require the retention of all Aircraft Maintenance Manual, Component Maintenance Manual, IPC, etc issued by the TC Holder or STC Holder. Maintenance records should refer to the revision status of the data used.

4. For aircraft subject to CAA oversight the minimum requirement is for 2 years from the date the aircraft or component to which the work relates was released from the organization.

5. For all other aircraft the documentation is to be retained until completion of the next equivalent scheduled maintenance (Scheduled Base Maintenance (SBM) for RN aircraft & Major for RAF and Army aircraft), plus 6 months (RA 4311 and MAP-01 Chapter 4311). An example of this document category is the MOD F707A, which contains details of all work carried out since the last SBM or Major was commenced.


6. Properly executed and retained records provide owners, operators and maintenance personnel with information essential in controlling unscheduled and scheduled maintenance, and trouble shooting 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. The aircraft record should contain basic details of all serialised aircraft components and all other significant aircraft components installed, to ensure traceability to such installed aircraft component documentation and associated maintenance data as specified in RA 4810 (MIL. 145.A.45).

7. Some gas turbine engines are assembled from modules and a true total time in service for a total engine is not kept. When operators wish to take advantage of the modular design, then total time in service and maintenance records for each module is to be maintained. The maintenance records as specified are to be kept with the module and should show compliance with any mandatory requirements pertaining to that module.

8. 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 operator 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. The reconstructed records should be submitted to the MAA for acceptance.

NOTE : Additional maintenance may be required.

9. The maintenance record can be either a paper or computer system or any combination of both.

10. Paper systems should use robust material which can withstand normal handling




and filing. The record should remain legible throughout the required retention period.

11. Computer systems may be used to control maintenance and/or record details of maintenance work carried out. 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 is required to contain programme safeguards against the ability of unauthorized personnel to alter the database.






RA 4814 - Occurrence Reporting (MIL. 145.A.60)


Contents 4814(1): Unsafe Component Condition Reporting (MIL 145.A.60(a)) 4814(2): Internal Occurrence reporting (MIL 145.A.60(b)) 4814(3): MOD Sponsored Reporting Action (MIL 145.A.60(c)) 4814(4): Not Used (MIL 145.A.60(d)) 4814(5): Not Used (MIL 145.A.60(e))

Regulation 4814(1)

Unsafe Component Condition Reporting (MIL 145.A.60(a)) 4814(1) 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 hazards seriously the flight safety.




2. Nil.

Regulation 4814(2)

Internal Occurrence Reporting (MIL 145.A.60(b)) 4814(2) The organization shall establish an internal occurrence

reporting system as detailed in the exposition to enable the collection and evaluation of such reports, including the assessment and extraction of those occurrences to be reported under RA 4814(1) (MIL Part 145.A.60(a)). This procedure shall 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.




3. The aim of occurrence reporting is to identify the factors contributing to incidents, and to make the system resistant to similar errors.

4. An occurrence reporting system should enable and encourage free and frank reporting of any (potentially) safety related occurrence. This will be facilitated by the establishment of a just culture. An organization should ensure that personnel are not inappropriately punished for reporting or co-operating with occurrence investigations.

5. The internal reporting process should be closed-loop, ensuring that actions are taken internally to address safety hazards.

6. Feedback to reportees, both on an individual and more general basis, is important to ensure their continued support for the scheme.


7. Nil.

Regulation 4814(3)

MOD Sponsored Reporting Action (MIL 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.




9. The organization shall make such reports in a form and manner established by the MAA. RA 4814(3) (MIL.145.A60 (c)) means that extant MOD procedures for occurrence reporting shall be used. Details are published in:

10. RA 2425 - Aircraft Accident, Forced Landings or Incidents.

11. RA 5404 - Fault Reporting and Investigation.

12. MAP 01 Chapter 7.5.1 - Narrative Fault Reporting Using the MOD Form 760 Series.

13. MAP 01 Chapter 7.5.2 - Serious Fault Signal Procedure.



Regulation 4814(4)

Not Used (MIL 145.A.60(d)) 4814(4) Not used.


14. Not used.


15. Nil.

Regulation 4814(5)

Not Used (MIL 145.A.60(e)) 4814(5) Not used.


16. Not used.


17. Nil.






RA 4815 - Safety & Quality Policy (MIL 145.A.65)


Contents 4815(1): Organization Safety and Quality Policy (MIL 145.A.65(a)) 4815(2): Procedures for Good Maintenance Practices (MIL 145.A.65(b)) 4815(3): Quality System (MIL 145.A.65(c))

Regulation 4815(1)

Organization Safety and Quality Policy (MIL 145.A.65(a)) 4815(1) The organization shall establish a safety and quality Policy

for the organization to be included in the exposition under RA 4816 (MIL 145.A.70).


1. The safety and quality Policy should as a minimum include a Statement committing the organization to:

a. Recognise safety as a prime consideration at all times.

b. Apply Human factors principles.

c. Encourage personnel to report maintenance related errors/incidents.

d. Recognise that compliance with procedures, quality standards, safety standards and regulations is the duty of all personnel.

e. Recognise the need for all personnel to co-operate with the quality auditors.


2. Nil.

Regulation 4815(2)

Procedures for Good Maintenance Practices (MIL 145.A.65(b)) 4815(2) The organization shall establish procedures agreed by the

MAA taking into account human factors and human performance to ensure good maintenance practices and compliance with RA 4800-4849 (MIL Part 145) which shall include a clear work order or contract such that aircraft and components may be released for use in accordance with RA 4812 (MIL. 145.A.50).

a. The maintenance procedures under this clause apply to RA 4805 to RA 4821 (MIL 145.A.25 to MIL.



Regulation 4815(2)

145.A.95) inclusive. b. The maintenance procedures established or to be

established by the organization under this Clause shall cover all aspects of carrying out the maintenance activity, including the provision and control of specialised services and lay down the standards to which the organization intends to work.

c. With regard to aircraft ‘line’ (where appropriate) and ‘base’ maintenance, the organization shall establish procedures to minimise the risk of multiple errors and capture errors on critical systems, and to ensure that no person is required to carry out and inspect in relation to a maintenance task involving some element of disassembly/reassembly of several components of the same type fitted to more than one system on the same aircraft during a particular maintenance check. However, when only one person is available to carry out these tasks then the organizations 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.

d. Maintenance procedures shall be established to ensure that damage is assessed and modifications and repairs are carried out using approved data.


3. Maintenance procedures should be held current such that they reflect best practice within the organization. It is the responsibility of all organizations' employees to report any differences via their organization’s internal occurrence reporting mechanisms.

4. All procedures, and changes to those procedures, should be verified and validated before use where practical.

5. All technical procedures should be designed and presented in accordance with good human factors principles.

RA 4815(2)(b) (MIL 145.A.65(b)(2)) 6. Specialised services include any specialised activity, such as, but not limited to non-destructive testing requiring particular skills and/or qualification. RA 4806(6) (MIL 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 specialised process.

RA 4815(2)(c) (MIL 145.A.65(b)(3)) 7. The purpose of this procedure is to minimise the rare possibility of an error being repeated whereby the identical aircraft components are not reassembled thereby compromising more than one system. One 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. Another example is the case of removal and refitment of oil filler caps, which should require a re-inspection of all oil filler caps after the last oil filler cap has supposedly been refitted.

8. 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.

9. In order to determine the work items to be considered, the following maintenance tasks should primarily be reviewed to assess their impact on safety:

a. Installation, rigging and adjustments of flight controls.

b. Installation of aircraft engines, propellers and rotors.

c. Overhaul, calibration or rigging of components such as engines, propellers, transmissions and gearboxes, but additional information should also be processed, such as:

(1) Previous experiences of maintenance errors, depending on the consequence of the failure.

(2) Information arising from the ‘occurrence reporting system’ required by RA 4814 (MIL 145.A.60.

(3) MAA requirements for error capturing, if applicable.

10. 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 (i.e. temporary staff, 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.

NOTE A “sign-off” is a statement 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 to the release for use of the aircraft. “Authorized personnel” means personnel formally authorized by the maintenance organization approved under RA 4800-4849 (MIL Part 145) to sign-off tasks. “Authorized personnel” are not necessarily “certifying staff”.


11. Nil.

Regulation 4815(3)

Quality System (MIL 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. In the smallest organizations the independent audit part of the quality system may be contracted to another organization approved under RA 4800-4849 (MIL Part 145) or a person with appropriate technical knowledge and proven satisfactory audit experience; and

b. A quality feedback reporting system to the person or group of persons specified in RA 4806(2) (MIL. 145.A.30 (b)) and ultimately to the Accountable



Regulation 4815(3)

Manager 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) (MIL 145.A.65(c)(a)).


Quality System (MIL 145.A.65(c)) RA 4815(3)(a) (MIL 145.A.65 (c) (1)) 12. The primary objectives of the quality system are to enable the organization to ensure that it can deliver a safe product and that organization remains in compliance with the requirements.

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

14. 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) (MIL. 145.A.50 (a)), requirement for certifying staff to be satisfied that all required maintenance has been properly carried out before issue of the certificate of maintenance. 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.

15. Except as specified in Paragraphs 18 and 20, the independent audit should ensure that all aspects of RA 4800-4849 (MIL. Part 145) compliance 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. 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. 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.

16. Except as specified otherwise in Paragraph 18, the independent audit should sample check one product on each product line every 12 months as a demonstration of the effectiveness of maintenance procedures compliance. It is recommended that procedures and product audits be combined by selecting a specific product example, such as an aircraft or engine or instrument and sample checking all the procedures and requirements associated with the specific product example to ensure that the end result should be an airworthy product. For the purpose of the independent audit a product line includes any product under an Appendix 2 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 (MIL. Part 145) with a capability to maintain aircraft, repair engines, brakes and autopilots would need to carry out four complete audit sample checks each year except as specified otherwise in Paragraphs 17, 18 and 20.

17. The sample check of a product means to witness any relevant testing and visually inspect the product and associated documentation. The sample check should not involve repeat disassembly or testing unless the sample check identifies findings requiring such action.

18. Except as specified otherwise in Paragraph 20, where the smallest organization, that is an organization with a maximum of 10 personnel actively engaged in maintenance, chooses to contract the independent audit element of the quality system in accordance with RA 4815(3)(a) (MIL. 145.A.65 (c)(1)), it is conditional on the audit




being carried out twice in every 12-month period.

19. Except as specified otherwise in Paragraph 20, where the organization has line stations listed as per RA 4817(4) (MIL. 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. Except as specified otherwise in Paragraph 20 the maximum period between audits of a particular line station should not exceed 24 months.

20. Except as specified otherwise in Paragraph 16 the MAA may agree to increase any of the audit time periods specified in RA 4815(3)(a) AMC (MIL. AMC 145.A.65 (c)(1)), by up to 100% provided that there are no safety related findings and subject to being satisfied that the organization has a good record of rectifying findings in a timely manner.

21. 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.

22. 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. It therefore follows that a large maintenance organization approved under RA 4800-4849 (MIL. Part 145), being an organization with more than about 500 maintenance staff should 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. For the medium sized maintenance organization approved under RA 4800-4949 (MIL. Part 145), being an organization with less than about 500 maintenance staff, it is acceptable to 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. 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 or a qualified and competent person approved by the MAA.

RA 4815(3)(b) (MIL. AMC 145.A.65 (c) (2)) 23. An essential element of the quality system is the quality feedback system.

24. The quality feedback system may not be contracted to outside persons. 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 to be kept informed of any safety issues and the extent of compliance with RA 4800-4849 (MIL. Part 145).

25. The independent quality audit reports referenced in RA 4815(3)(a) (MIL. AMC 145.A.65 (c)(1)), should be sent to the relevant department(s) for rectification action giving target rectification dates. Rectification dates should be discussed with such department(s) before the quality department or nominated quality auditor confirms such dates in the report. The relevant department(s) are required by RA 4815(3)(a) (MIL. 145.A.65 (c)(2)), to rectify findings and inform the quality department or nominated quality auditor of such rectification.

26. The Accountable Manager should hold regular meetings with staff to check progress on rectification except that in the large organizations such meetings may be delegated on a day to day basis to the quality manager subject to the Accountable Manager 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.

27. 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 or for such periods as to support changes to the RA 4815(3)(a) (MIL. AMC 145.A.65 (c)(1)), audit time periods, whichever is the longer.




28. The purpose of this GM is to give guidance on just one acceptable working audit plan to meet part of the needs of RA 4815(3)(a) (MIL. 145.A.65 (c)(1)). There are any number of other acceptable working audit plans.

29. The proposed plan lists the subject matter that should be covered by the audit and attempts to indicate applicability in the various types of workshops and aircraft facilities. The list should therefore be tailored for the particular situation and more than one list may be necessary. Each list should be shown against a timetable to indicate when the particular item is scheduled for audit and when the audit was completed.

MIL. PART 145 PARA

COMMENT HANGAR ENGINE WORKSHOP

MECHANICAL WORKSHOP

AVIONIC WORKSHOP

145.A.25 Yes Yes Yes Yes











2.1 MOE Yes Yes Yes Yes






2.10 MOE Yes No No No







2.21 MOE If applicable

If applicable If applicable If applicable

2.22 MOE Yes Yes No No










L2.1 MOE If applicable

No No No


No No No


No No No


No No No


No No No


No No No


No No No







3.12 MOE Yes Yes No No













RA 4816 - Maintenance Organization Exposition (MIL 145.A.70)


Contents 4816(1): Content of a Maintenance Organization Exposition (MOE) (MIL 145.A.70(a)) 4816(2): Amendment of an MOE (MIL 145.A.70(b)) 4816(3): Minor Amendment of an MOE (MIL 145.A.70(c)) 4816(4): Exemption to Content of MOE Due to EASA Part 145 Approval (MIL 145.A.70(d))

Regulation 4816(1) 4816(2) 4816(3) 4816(4)

Content of a Maintenance Organization Exposition (MOE) (MIL 145.A.70(a)) 4816(1) ‘Maintenance Organization Exposition (MOE)’ means 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 (MIL Part 145). The organization shall provide the MAA with an MOE, containing the following information:

a) A statement signed by the Accountable Manager confirming that the MOE and any referenced associated manuals define the organization's compliance with RA 4800-4849 (MIL. Part 145) and will be complied with at all times. When the Accountable Manager 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 (MIL. 145.A.65).

c) The title(s) and name(s) of the persons nominated under RA 4806(2) (MIL. 145.A.30(b)).

d) The duties and responsibilities of the persons nominated under RA 4806(2) (MIL. 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) (MIL. 145.A.30(b)).

f) A list of certifying staff and MIL. B1 and B2 support staff or MOD equivalents; EASA and Mil or other MOD equivalents.

g) A general description of manpower resources. h) A general description of the facilities located at each

address specified in the organization's approval



Regulation 4816(1) 4816(2) 4816(3) 4816(4)

certificate. i) A specification of the organization's scope of work

relevant to the extent of approval. j) The notification procedure of RA 4819 (MIL. 145.A.85)

for organization changes. k) The MOE amendment procedure. l) The procedures and quality system established by the

organization under RA 4805 (MIL. 145.A.25) to RA 4820 (MIL. 145.A.90).

m) A list of operators, to which the organization provides an aircraft maintenance service.

n) A list of subcontracted organizations, where applicable, as specified in RA 4817(2) (MIL. 145.A.75(b)).

o) A list of line stations, where applicable, as specified in RA 4817(4) (MIL. 145.A.75(d)).

p) A list of contracted organizations, where applicable. Amendment of an MOE (MIL 145.A.70(b)) 4816(2) The exposition shall be amended as necessary to remain an

up-to-date description of the organization. The exposition and any subsequent amendment shall be approved by the MAA.

Minor Amendment of an MOE (MIL 145.A.70(c)) 4816(3) Notwithstanding RA 4816(2) (MIL 145.A.70(b)) minor

amendments to the exposition may be approved through an exposition procedure (hereinafter called indirect approval).

Exemption to Content of MOE Due to EASA Part 145 Approval (MIL 145.A.70(d)) 4816(4) 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 (MIL. Part 145) requirements will generally be accepted by the MAA as equivalent in respect of the RA 4800-4849 (MIL. Part 145) exposition. In this case it is permissible that only those regulations that are military specific need be addressed in the RA 4800-4849 (MIL. Part 145) exposition; those regulations covered by the read across of the sections of the EASA exposition document must be identified and the EASA document Clause reference quoted.



Acceptable Means of Compliance 4816(1) 4816(2) 4816(3) 4816(4)

1. The following information should be included in the MOE:

2. The information specified in RA 4816(1)(f), (l) to (p) inclusive (MIL. 145.A.70(a)(6), (12) to (16) inclusive), whilst a part of the MOE, may be kept as separate documents or on separate electronic data files subject to the management part of said exposition containing a clear cross reference to such documents or electronic data files.

3. The exposition should contain the information, as applicable, specified in this AMC. 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 a cross-reference Annex using this list as an index with an explanation as to 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.

4. Electronic Data Processing (EDP) may be used for publication of the MOE. The MOE should be made available to the approving 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.

NOTE The MOD will retain its traditional military aviation engineering structures and procedures, as defined in RA 4000-4799 and associated MAP-01 and 02 (entitled, Maintenance and Airworthiness Procedures (MAP) and MAP – MOD Form 700 Series of Forms respectively) together with associated Air Publications and Joint-Service Publications (APs and JSPs). These procedures will continue to be applied to Forward Organizations; however, they will also be available for use by individual Depth Organizations, if desired. The MAA will determine the interfaces between the Depth and Forward organizations of each fleet of aircraft on a case-by-case basis. The interfaces will be published as supplementary documents and brought to the attention of prospective Depth Organizations.

Part 0 - General Organization 5. This section is reserved for:

a. A maintenance organization seeking approval under RA 4800-4849 (MIL. Part 145), which is also an operator (e.g., in the case of a ‘line’ maintenance organization).

b. An Original Equipment Manufacturer (OEM) seeking approval as a maintenance organization under RA 4800-4849 (MIL. 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 a. Corporate commitment by the Accountable Manager.

b. Safety and Quality Policy.

c. Management personnel.

d. Duties and responsibilities of the management personnel.

e. Management organization chart.

f. List of certifying staff.

g. Manpower resources.

h. General description of the facilities at each address intended to be approved.

i. Organizations intended scope of work.

j. Notification procedure to the competent authority regarding changes to




the organization's activities/approval/location/personnel.

k. Exposition amendment procedures including, if applicable, delegated procedures.

Part 2 - Maintenance Procedures a. Supplier evaluation and subcontract control procedure.

b. Acceptance/inspection of aircraft components and material from outside contractors.

c. Storage, tagging and release of aircraft components and material to aircraft maintenance.

d. Acceptance of tools and equipment.

e. Calibration of tools and equipment.

f. Use of tooling and equipment by staff (including alternate tools).

g. Cleanliness standards of maintenance facilities.

h. Maintenance instructions and relationship to aircraft/aircraft component manufacturers' instructions including updating and availability to staff.

i. Repair procedure.

j. Aircraft maintenance programme compliance.

k. Airworthiness directives procedure.

l. Optional modification procedure.

m. Maintenance documentation in use and completion of same.

n. Technical record control.

o. Rectification of faults arising during base maintenance.

p. Certificate of maintenance procedure.

q. Records for the operator.

r. Reporting of faults to the MAA/operator/manufacturer.

s. Return of faulty aircraft components to store.

t. Faulty components to outside contractors.

u. Control of computer maintenance record systems.

v. Control of man-hour planning versus scheduled maintenance work.

w. Control of critical tasks.

x. Reference to specific maintenance procedures such as:

y. Engine running procedures;

z. Aircraft pressure run procedures;

aa. Aircraft towing procedures;

bb. Aircraft taxiing procedures.

cc. Procedures to detect and rectify maintenance errors.

dd. Shift/task handover procedures.

ee. Procedures for notification of maintenance data inaccuracies and ambiguities, to the type certificate holder.

ff. Production planning procedures.




Part 2 - Additional Line Maintenance Procedures a. Line maintenance control of aircraft components, tools, equipment etc.

b. Line maintenance procedures related to servicing/fuelling/de-icing etc.

c. Line maintenance control of faults and repetitive faults.

d. Line procedure for completion of technical log.

e. Line procedure for pooled parts and loan parts.

f. Line procedure for return of faulty parts removed from aircraft.

g. Line procedure control of critical tasks.

Part 3 - Quality System Procedures a. Quality audit of organization procedures.

b. Quality audit of aircraft.

c. Quality audit remedial action procedure.

d. Certifying staff and Category B1 and B2 support staff qualification and training procedures.

e. Certifying staff and Category B1 and B2 support staff records.

f. Quality audit personnel.

g. Qualifying inspectors.

h. Qualifying mechanics.

i. Aircraft or aircraft component maintenance tasks exemption process control.

j. Concession control for deviation from organizations' procedures.

k. Qualification procedure for specialised activities such as NDT welding etc.

l. Control of manufacturers' and other maintenance working teams.

m. Human factors training procedure.

n. Competence assessment of personnel.

Part 4 a. Contracted operators.

b. Operator procedures and paperwork.

c. Operator record completion.

Part 5 a. Sample of documents.

b. List of Sub-contractors as per RA 4817(2) (MIL. 145.A.75(b)).

c. List of Line maintenance locations as per RA 4817(4) (MIL. 145.A.75(d)).

d. List of contracted organizations as per RA 4816 (1)(p) (MIL. 145.A.70 (a)(16)).

Part 6 - Operators Maintenance Procedures 6. This section is reserved for those maintenance organizations approved under RA 4800-4849 (Mil Part 145) who are also operators.

Part 7 - Not used. Part 8 - Not used. Part 9 - Not used.



Guidance Material 4816(1) 4816(2) 4816(3) 4816(4)

7. The purpose of the MOE is to set forth the procedures, means and methods of the organization. Compliance with its contents will assure compliance with the requirements of RA 4800-4849 (MIL. Part 145), which is a pre-requisite to obtaining and retaining an approved maintenance organization certificate.

8. RA 4816(1)(a) to (k) (MIL. 145.A.70 (a)(1) to (a)(11)), constitutes the 'management' part of the MOE and therefore could be produced as one document and made available to the person(s) specified under RA 4806(2) (MIL. 145.A.30(b)), who should be reasonably familiar with its contents.

9. RA 4816(1)(f) (MIL. 145.A.70 (a)(6)), list of certifying staff may be produced as a separate document.

10. RA 4816(1)(l) (MIL. 145.A.70 (a)(12)), constitutes the working procedures of the organization and therefore as stated in the requirement may be produced as any number of separate procedures manuals. It should be remembered that these documents should be cross-referenced from the management MOE.

11. Personnel are expected to be familiar with those parts of the manuals that are relevant to the maintenance work they carry out. The organization should specify in the MOE who should amend the manual particularly in the case where there are several parts.

12. The quality manager 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. However the MAA may agree via a procedure stated in the amendment section of the MOE that some defined class of amendments may be incorporated without prior approval by the MAA.

13. The MOE should cover four main parts:

a. The management MOE covering the parts specified earlier.

b. The maintenance procedures covering all aspects of how aircraft components may be accepted from outside sources and how aircraft will be maintained to the required standard.

c. The quality system procedures including the methods of qualifying mechanics, inspection, certifying staff and quality audit personnel.

d. Contracted operator procedures and paperwork.

14. The Accountable Manager’s exposition statement as specified under RA 4816(1)(a) (MIL. 145.A.70 (a)(1)), should embrace the intent of the following clause and in fact this statement may be used without amendment. Any modification to the statement should not alter the intent.

15. This exposition and any associated referenced manuals defines the organization and procedures upon which the MAA RA 4800-4849 (MIL. Part 145) approval is based as required by RA 4800-4849 (MIL. 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 (MIL. Part 145) approval.

16. 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.

17. 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.

18. Signed . . . . . . . . . . . . . . . . . . . . . . . . . .

19. Dated . . . . . . . . . . . . . . . . . . . . . . . . . . .




20. Accountable Manager and . . . . . . (quote position) . . . . . . . . . . . . . . . . . .

21. For and on behalf of . . . . . . (quote organization’s name) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE Whenever the Accountable Manager changes it is important to ensure that the new accountable manager signs the RA 4816 GM paragraphs 15-17 statement at the earliest opportunity. Failure to carry out this action could invalidate the RA 4800-4849 (MIL. Part 145) approval.

22. When an organization is approved against any other RA 4000 series (MIL. Part) containing a requirement for an exposition, a supplement covering the differences will suffice to meet the requirements except that the supplement should have an index showing where those parts missing from the supplement are covered.






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


Contents 4817(1): Privileges of the Organization (MIL 145.A.75)

Regulation 4817(1)

Privileges of the Organization (MIL 145.A.75) 4817(1) In accordance with the exposition, the organization shall be

entitled to carry out the following tasks: (a) Maintain any aircraft and/or component for which it is approved at the locations identified in the approval certificate and in the 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 approved organization. This refers to work being carried out by another organization not itself appropriately approved to carry out such maintenance under RA 4800-4849 (MIL Part 145), and is limited to the work scope permitted within the exposition and under RA 4815(2) (MIL. 145.A.65(b)) procedures. This work scope for the non-approved organization shall not include a ‘base’ maintenance check 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 minor 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 RA 4812 (MIL. 145.A.50).




Privileges of the Organization (MIL 145.A.75) 1. Working under the quality system of an organization appropriately approved under RA 4800-4849 (MIL. Part 145) (sub contracting) refers to the case of one organization, not itself appropriately approved to RA 4800-4849 (MIL. Part 145) that carries out aircraft ‘line’ maintenance or minor engine maintenance or maintenance of other aircraft components or a specialised service as a subcontractor for an organization appropriately approved under RA 4800-4849 (MIL. Part 145). To be appropriately approved to subcontract the organization should have a procedure for the control of such subcontractors as described below. Any approved maintenance organization that carries out maintenance for another approved maintenance organization within its own approval scope is not considered to be subcontracting for the purpose of this paragraph.

2. 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.

Fundamentals of Sub-contracting Under RA 4800-4849 (MIL Part 145) 3. The fundamental reasons for allowing an organization approved under RA 4800-4849 (MIL. Part 145) to sub-contract certain maintenance tasks are:

a. To permit the acceptance of specialised 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 as specified in RA 4817(1)(b) (MIL. 145.A.75(b by organizations not appropriately approved under RA 4800-4849 (MIL. 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 two organizations intend to use the sub-contract 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 RA 4817(1)(b) (MIL. 145.A.75 (b)), by organizations not appropriately approved under RA 4800-4849 (MIL. Part 145) when it is unrealistic to expect direct approval by the MAA. The determination of unrealistic is as per Paragraph 3b.

4. When maintenance is carried out under the sub-contract control system it means that for the duration of such maintenance, the RA 4800-4849 (MIL. Part 145) approval has been temporarily extended to include the sub-contractor. It therefore follows that those parts of the sub-contractor’s facilities personnel and procedures involved with the maintenance organization’s products undergoing maintenance should meet RA 4800-4849 (MIL. Part 145) requirements for the duration of that maintenance and it remains the organization’s responsibility to ensure such requirements are satisfied.

5. For the criteria specified in Paragraph 3c the organization is not required to have complete facilities for maintenance that it needs to sub-contract but it should have its own expertise to determine that the sub-contractor 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.

6. The organization may find it necessary to include several specialist sub-contractors 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




organization has the necessary expertise and procedures to control such sub-contractors.

7. An organization working outside the scope of its approval schedule is deemed to be not approved. Such an organization may in this circumstance operate only under the sub contract control of another organization approved under RA 4800-4849 (MIL. Part 145).

8. Authorization to sub-contract is indicated by the MAA accepting the maintenance organization exposition containing a specific procedure on the control of sub-contractors.

Principal RA 4800-4849 (MIL. Part 145) Procedures for the Control of Sub-contractors Not Approved Under RA 4800-4849 (MIL. Part 145) 9. A pre-audit procedure should be established whereby the maintenance organizations’ subcontract control section, which may also be the RA 4815(2) (MIL. 145.A.65 (b)), quality system independent audit section, should audit a prospective sub-contractor to determine whether those services of the sub-contractor that it wishes to use meets the intent of RA 4800-4849 (MIL. Part 145).

10. The organization approved under RA 4800-4849 (MIL. Part 145) needs to assess to what extent it will use the sub-contractor’s facilities. As a general rule the organization should 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 sub-contractor as long as such tools, equipment and personnel meet the requirement of RA 4800-4849 (MIL. Part 145). In the case of sub-contractors who provide specialised services it may for practical reasons be necessary to use their specialized services personnel, approved data and material subject to acceptance by the organization approved under RA 4800-4849 (MIL. Part 145).

11. Unless the sub-contracted maintenance work can be fully inspected on receipt by the organization approved under RA 4800-4849 (MIL. Part 145) it will be necessary for such organization to supervise the inspection and release from the sub-contractor. Such activities should be fully described in the organization procedure. The organization will need to consider whether to use its own staff or authorize the sub-contractor's staff.

12. The certificate of maintenance/release may be issued either at the sub-contractor or at the organization facility by staff issued a certification authorization in accordance with RA 4806 (MIL. 145.A.30), as appropriate, by the organization approved under RA 4800-4849 (MIL. Part 145). Such staff would normally come from the organization approved under RA 4800-4849 (MIL. Part 145) but may otherwise be a person from the sub-contractor who meets the approved maintenance organization certifying staff standard which itself is approved by the MAA via the maintenance organization exposition. The certificate of maintenance/release will always be issued under the maintenance organization approval reference requirements.

13. The sub-contract control procedure will need to record audits of the sub-contractor, to have a corrective action follow up plan and to know when sub-contractors are being used. The procedure should include a clear revocation process for sub-contractors who do not meet the RA 4800-4849 (MIL. Part 145) approved maintenance organizations.

14. The RA 4800-4849 (MIL. Part 145) quality audit staff will need to audit the sub-contract control section and sample audit sub-contractors unless this task is already carried out by the quality audit staff as stated in Paragraph 9.

15. The contract between the RA 4800-4849 (MIL. Part 145) approved maintenance organization and the sub-contractor should contain a provision for MAA staff to have right of access to the sub-contractor.




16. Nil.



RA 4818 - Limitations on the Organization (MIL 145.A.80)


Contents 4818(1): Limitations on the Organization (MIL 145.A.80)

Regulation 4818(1)

Limitations on the Organization (MIL 145.A.80) 4818(1) The organization shall only maintain an aircraft or

component for which it is approved when all the necessary facilities, equipment, tooling, material, maintenance data and certifying staff are available.


1. This Clause is intended to cover the situation where the larger organization may temporarily not hold all the necessary tools, equipment etc., for an aircraft type or variant specified in the organization's approval. This Clause 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 organization to re-acquire tools, equipment etc. before maintenance on the type may recommence.


2. Nil.


Regulatory Article




RA 4819 - Changes to the Organization (MIL 145.A.85)


Contents 4819(1): Changes to the Organization (MIL 145.A.85)

Regulation 4819(1)

Changes to the Organization (MIL 145.A.85) 4819(1) The organization shall notify the MAA of any proposal to

carry out any of the following changes before such changes take place to enable the MAA to determine continued compliance with RA 4800-4849 (MIL Part 145) and to amend, if necessary, the approval certificate, except that in the case of proposed changes in personnel not known to the management beforehand, these changes must be notified at the earliest opportunity:

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. g) Any of the persons nominated under RA 4806(2)

(MIL. 145.A.30(b)). h) The facilities, equipment, tools, material,

procedures, work scope or certifying staff that could affect the approval.


1. The primary purpose of this clause is to enable the organization 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.


2. Nil.


Regulatory Article




RA 4820 - Continued Validity (MIL 145.A.90)

Rationale This series of regulations defines the requirements to be met by an organisation to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. It is based on the regulations, acceptable means of compliance and guidance material relating to EASA Part 145 regulations.

Contents 4820(1): Approval Duration (MIL 145.A.90) 4820(2): Return of Approval on Surrender or Revocation (MIL 145.A.90(b))

Regulation 4820(1) 4820(2)

Approval Duration (MIL 145.A.90) 4820(1) An approval shall be issued for an unlimited duration. It shall

remain valid subject to: a) The organisation remaining in compliance with RA

4800-4849 (MIL. Part 145), in accordance with the provisions related to the handling of findings; and

b) The MAA being granted access to the organisation to determine continued compliance with RA 4800-4849 (MIL. Part 145); and

c) The certificate not being surrendered or revoked. Return of Approval on Surrender or Revocation (MIL 145.A.90(b)) 4820(2) Upon surrender or revocation, the approval shall be returned

to the MAA.




2. Nil.


Regulatory Article




RA 4821 - Findings (MIL 145.A.95)


Contents 4821(1): Level 1 Findings (MIL 145.A.95(a)) 4821(2): Level 2 Findings (MIL 145.A.95(b)) 4821(3): Corrective Action Plan (MIL 145.A.95(c))

Regulation 4821(1) 4821(2) 4821(3)

Level 1 Findings (MIL 145.A.95(a)) 4821(1) A Level 1 finding is any significant non-compliance with RA

4800-4849 (MIL. Part 145) requirements, which lowers the safety standard and hazards seriously the flight safety.

Level 2 Findings (MIL 145.A.95(b)) 4821(2) A Level 2 finding is any non-compliance with RA 4800-4849

(MIL. Part 145) requirements, which could lower the safety standard and possibly hazard the flight safety.

Corrective Action Plan (MIL 145.A.95(c)) 4821(3) After receipt of notification of findings, the holder of the

maintenance organization approval shall define a corrective action plan and demonstrate corrective action to the satisfaction of the MAA within a period agreed.




2. Nil.


Regulatory Article




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

Rationale The RA 4800-4849 series of regulations defines the requirements to be met by an organization to qualify for the issue or continuation of an approval for the maintenance of military aircraft or components. It is based on the regulations, acceptable means of compliance and guidance material relating to EASA Part 145 regulations. The Military Aviation Authority (MAA) has been designated as the competent authority for approving organizations against RA 4800-4849 (RA 4800-4849 (MIL Part 145)).

Contents 4825(1): Scope (MIL 145.B.01) 4825(2): Competent Authority (MIL 145.B.10) 4825(3): Organizations Located in Several Member States (MIL 145.B.15) 4825(4): Acceptable Means of Compliance (MIL 145.B.17) 4825(5): Initial Approval (MIL 145.B.20) 4825(6): Issue of Approval (MIL 145.B.25) 4825(7): Continuation of Approval (MIL 145.B.30) 4825(8): Changes (MIL 145.B.35) 4825(9): Maintenance Organization Exposition (MOE) Amendments (MIL 145.B.40) 4825(10): Revocation, Suspension and Limitation of Approval (MIL 145.B.45) 4825(11): Findings (MIL 145.B.50) 4825(12): Record Keeping (MIL 145.B.55) 4825(13): Exemptions (MIL 145.B.60)

Regulation 4825(1)-(13)

Scope (MIL 145.B.01) 4825(1) This section establishes the administrative procedures which

the competent authorities shall follow when exercising its tasks and responsibilities regarding issuance, continuation, change, suspension or revocation of RA 4800-4849 (MIL Part 145) maintenance organization approvals.

Competent Authority (MIL 145.B.10) 4825(2) The MAA has been designated as the competent authority

for RA 4800-4849 (MIL Part 145), with allocated responsibilities for the issuance, continuation, change, suspension or revocation of a maintenance approval. The responsibilities of the MAA will be discharged by the MAA Technical Approvals department:

a) The number of staff shall be appropriate to carry out the requirements as detailed in this section.

b) All staff involved in RA 4800-4849 (MIL Part 145) approvals shall:

1) Be appropriately qualified and have all



necessary knowledge, experience and training to perform their allocated tasks.

2) Have received training/continuation training on RA 4800-4849 (MIL Part 145) where relevant, including its intended meaning and standard.

c) The MAA shall establish procedures detailing how compliance with this Section is accomplished. The procedures must be reviewed and amended to ensure continued compliance.

Organizations Located in Several Member States (MIL 145.B.15) 4825(3) Not used. Acceptable Means of Compliance (MIL 145.B.17) 4825(4) The MAA shall develop acceptable means of compliance

that shall consider current EU acceptable means of compliance, but that will also reflect UK MOD specific requirements. When the acceptable means of compliance are complied with, the related requirements of RA 4800-4849 (MIL Part 145) shall be considered as met.

Initial Approval (MIL 145.B.20) 4825(5) Provided the requirements of RA 4806(1) and (2) (MIL.

145.A.30(a) and (b)) are complied with, the MAA shall formally indicate its acceptance of the personnel, specified in RA 4806(1) and (2) (MIL. 145.A.30(a) and (b)), to the applicant in writing.

a) The MAA shall verify that the procedures specified in the maintenance organization exposition comply with RA 4800-4849 (MIL. Part 145) and verify that the accountable manager signs the commitment statement.

b) The MAA shall verify that the organization is in compliance with the requirements of RA 4800-4849 (MIL. Part 145).

c) A meeting with the accountable manager shall be convened at least once during the investigation for approval to ensure that he/she fully understands the significance of the approval and the reason for signing the exposition commitment of the organization to compliance with the procedures specified in the exposition.

d) All findings must be confirmed in writing to the organization.

e) The MAA shall record all findings, closure actions (actions required to close a finding) and



recommendations.

f) For initial approval all findings must be corrected before the approval can be issued.

Issue of Approval (MIL 145.B.25) 4825(6) The MAA shall formally approve the exposition and issue to

the applicant a MAA approval certificate, which includes the approval ratings. The certificate will only be issued when the organization is in compliance with RA 4800-4849 (MIL Part 145).

a) The MAA shall indicate the conditions of the approval on the MAA approval certificate.

b) The reference number shall be included on the MAA approval certificate.

Continuation of Approval (MIL 145.B.30) 4825(7) The continuation of an approval shall be monitored in

accordance with the applicable ‘initial approval’ process under RA 4825 (MIL 145.B.20). In addition:

a) The MAA shall keep and update a program listing the approved maintenance organizations under its supervision, the dates when audit visits are due and when such visits were carried out.

Note: Each organization must be completely reviewed for compliance with RA 4800-4849 (MIL. Part 145) at periods not exceeding 24 months.

b) A meeting with the accountable manager shall be convened at least once every 24 months to ensure he/she remains informed of significant issues arising during audits.

Changes (MIL 145.B.35) 4825(8) The MAA shall receive notification from the organization of

any proposed change as listed in RA 4819 (145.A.85). The MAA shall comply with the applicable elements of the initial process clauses for any change to the organization.

Note: The MAA may prescribe the conditions under which the organization may operate during such changes unless it determines that the approval should be suspended.

Maintenance Organization Exposition (MOE) Amendments (MIL 145.B.40) 4825(9) In the case of direct approval of the amendments of the

exposition, the MAA shall verify that the procedures specified in the exposition are in compliance with RA 4800-4849 (MIL Part 145) before formally notifying the approved organization of the approval.

a) In the case of indirect approval of amendments of the exposition, the MAA shall ensure that it has an



adequate control over the approval of all exposition amendments.

Revocation, Suspension and Limitation of Approval (MIL 145.B.45) 4825(10) The MAA shall:

a) Suspend an approval on reasonable grounds in the case of potential safety threat; or

b) Suspend, revoke or limit an approval pursuant to RA 4825(11) (MIL 145.B.50).

Findings (MIL 145.B.50) 4825(11) When during audits or by other means evidence is found

showing non-compliance with the requirements of RA 4800-4849 (MIL. Part 145), the MAA shall take the following actions:

a) For Level 1 findings, immediate action shall be taken by the MAA to revoke, limit or suspend in whole or in part, depending upon the extent of the level 1 finding, the maintenance organization approval, until successful corrective action has been taken by the organization.

b) For Level 2 findings, the corrective action period granted by the MAA must be appropriate to the nature of the finding but in any case initially must not be more than three months. In certain circumstances and subject to the nature of the finding the MAA may extend the three-month period subject to a satisfactory corrective action plan agreed by the MAA.

c) Action shall be taken by the MAA to suspend in whole or part the approval in case of failure to comply within the timescale granted by the MAA.

Record Keeping (MIL 145.B.55) 4825(12) The MAA shall establish a system of record keeping with

minimum retention criteria that allows adequate traceability of the process to issue, continue, change, suspend or revoke each individual organization approval.

a) The records shall include as a minimum: 1) The application for an organization approval,

including the continuation thereof.

2) The MAA continued oversight program including all audit records.

3) The organization approval certificate including any change thereto.

4) A copy of the audit program listing the dates when audits are due and when audits were carried out.



5) Copies of all formal correspondence including Form 4 or equivalent.

6) Details of any exemption and enforcement action(s).

7) Any other MAA audit report forms.

8) Maintenance organization expositions.

b) The minimum retention period for the above records shall be four years.

c) The competent authority may elect to use either a paper or computer system or any combination of both subject to appropriate controls.

Exemptions (MIL 145.B.60) 4825(13) All exemptions granted in accordance with Article 10(3) of the

basic Regulation shall be recorded and retained by the MAA.

Acceptable Means of Compliance 4825(1)-(13)


Guidance Material 4825(1)-(13)

2. Nil.



ANNEX A APPROVAL CERTIFICATE

Ministry of Defence Military Aviation Authority Technical Group

APPROVAL CERTIFICATE Reference 145………. The Ministry of Defence Military Aviation Authority hereby certifies: Company Name Company address as a Mil PART 145 maintenance organization, approved to maintain products listed in the attached approval schedule. CONDITIONS 1. This approval is limited to that specified in the scope of the approval section of the Mil Part 145 approved maintenance organization exposition, and 2. This approval requires compliance with the procedures specified in the Mil Part 145 approved maintenance organization exposition, and 3. This approval is valid whilst the approved maintenance organization remains in compliance with the Mil Part 145. 4. Subject to compliance with foregoing conditions, this approval shall remain valid for an unlimited duration until the approval is surrendered, superseded or revoked. Date of issue: Signed: Position: Name:




RA 4941 - Application - MRP Part M Sub Part G

Rationale Application to the MAA is required for Continuing Airworthiness Management Organization approval.

Contents 4941(1): Application

Regulation 4941(1)

Application 4941(1) An application for issue or change of a CAMO approval shall

be made to the MAA.


1. An application should be made on an MAA Form 2-CAMO to become an MRP Part M Subpart G organization (CAMO).


2. The MAA Form 2-CAMO is available on the MAA's website.

3. The requirement to use an MAA Form 2-CAMO includes proposed changes to the CAME (outside the scope of any indirect approvals).






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 CAMO. Compliance with its contents will assure compliance with regulatory requirements.

Contents 4943(1): Provision of the CAME 4943(2): CAME Amendments Approval

Regulation 4943(1) 4943(2)

Provision of the CAME 4943(1) The CAMO shall provide a CAME to the MAA containing the

following information: a) A statement signed by the relevant DH to confirm that

the organization will work in accordance with the Exposition at all times.

b) The organization’s scope of work. c) The titles and names of the MOD CAM and QA

Manager. d) An organizational chart showing associated chains of

responsibility within the CAMO and linkage to the DH construct.

e) A reference to a document listing Airworthiness Review staff.

f) A general description and location of the facilities. g) Procedures specifying how the CAMO ensures

compliance with MRP Part M regulation. CAME Amendments Approval 4943(2) The CAMO shall seek approval for the CAME and its

amendments from the MAA.


4943(1) 1. The CAME should comprise:

a) Part 0 - General organization

b) Part 1 - Continuing airworthiness procedures

c) Part 2 - Quality system

d) Part 3 - Contracted maintenance

e) Part 4 - Airworthiness Review procedures

2. Personnel should be familiar with those parts of the exposition that are relevant to their tasks.

3. The person responsible for the management of the quality system should be responsible for monitoring and amending the CAME, including associated procedural



manuals, and the submission of proposed amendments to the MAA.

4. The CAMO should seek approval, from the MAA, of a procedure defining the class of amendments which can be incorporated without prior consent from the MAA (known as indirect approval). This procedure should be stated in the amendment control section of the CAME amendments.

5. Part 0 “General organization” of the CAME should include a corporate commitment by the CAMO, signed by the DH, 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.

6. The DH’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 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 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 CAMO approval of the organization if the MAA has evidence that the procedures are not followed and the standards not upheld.

Signed . . . . . . . . . . . . . . . . . . .

Dated . . . . . . . . . . . . . . . . . . .

Duty Holder and . . . . (quote position) . . . .

7. Whenever the DH is changed, the new DH 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 CAMO approval.

8. The CAME should contain information as applicable to the platform, on how the CAMO complies with military configuration control procedures for individual aircraft within its control.

4943(2) 9. The CAMO should seek approval for any amendment to the CAME prior to enacting the change.


10. The CAMO may use electronic data processing (EDP) for publication of the CAME. The CAME must be made available to the MAA in a form acceptable to the MAA.

11. The MAA website contains an example of an exposition layout, titled “Military Anybody's CAME”, which may be utilised as appropriate.



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 CAMO are required to be suitably qualified, experienced and, where appropriate, authorized to carry out their role.

Contents 4945(1): Role of the Duty Holder 4945(2): Requirements for the MOD Continuing Airworthiness Manager 4945(3): Qualification of Personnel 4945(4): ARC Personnel

Regulation 4945(1) 4945(2) 4945(3) 4945(4)

Role of the Duty Holder 4945(1) The DH shall:

a) Appoint a MOD CAM. b) Ensure that all the activities of the CAMO can be carried out to the standard required for the issue of an MRP Part M Sub Part G approval.

Requirements for the MoD Continuing Airworthiness Manager 4945(2) The MOD CAM shall: a) Be a Crown Servant.

b) Be responsible to the DH 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(3) The CAMO shall have sufficient suitably qualified and

experienced personnel for the expected work: a) The competence of all personnel involved in CAMO activities

shall be recorded. b) The MOD CAM shall establish and control the continuing

competence of personnel involved in the CAMO, Airworthiness Review and/or quality audits in accordance with a procedure and to a standard agreed by the MAA.

ARC Personnel 4945(4) For CAMOs with ARC privileges, the CAMO shall ensure that

an up to date list of its Airworthiness Review staff is documented and referenced in the CAME.




4945(2) 1. The MOD CAM should have:

a) Practical experience and expertise in the application of air safety standards and safe operating practices.

b) A comprehensive knowledge of:

(1) Relevant operational requirements and procedures.

(2) Applicable aircraft operations and procedures.

(3) Quality systems.

c) Been a previous holder of Authority Level J.

d) Previous engineering experience in the Acquisition environment (air domain).

e) Engineering Council Professional Registration at CEng.

f) A thorough knowledge of the organization's CAME.

g) 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.

h) Successfully completed the Duty Holder Air Safety Course and MAA03 Airworthiness of Military Aircraft module.

i) Knowledge of applicable regulations.

4945(3) 2. In order to gain MAA approval for the number of individuals and their requisite qualifications, the 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.


4945(1) 4. Indirect approval may be granted for personnel changes within the CAME, as per RA AMC 4943(1).4.

4945(2) 5. The MOD CAM is responsible for all continuing airworthiness functions. Depending on the size of the operation and structure of the organization, continuing airworthiness functions may be divided between separate managers or combined under one individual. However, the quality system must be independent from the other functions.

6. For multi-platform CAMOs, day-to-day responsibility for continuing airworthiness activity may be delegated to a nominated deputy dedicated to an individual platform category, though accountability remains with the overall MOD CAM. Such delegation could also cover aircraft at operating bases remote from the MOD CAM. In both cases, any nominated deputies will also be subject to the criteria stipulated in RA



4945(2).

7. An adequate formalised type training course for the MOD CAM would typically be expected to be of several days duration.

4945(3) 8. The actual number of persons to be employed and their necessary qualifications are dependent upon the size and complexity of the organization, number, complexity and age of the aircraft, 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.

9. The resource analysis by the CAMO is not necessarily required to cover any functions carried out by the TAA on the CAMO’s behalf, though this does not preclude such assurance activity as may be deemed necessary by the CAMO.

10. When significant changes in the tasks occur relevant to the number and qualifications of persons needed, this analysis should be updated.

4945(4) 11. The approval by the MAA of the CAME, referencing the list of names of Airworthiness Review staff, constitutes their formal acceptance by the MAA and also their formal authorization by the organization.






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): CAMO Responsibilities

Regulation 4947(1)

CAMO Responsibilities 4947(1) For all aircraft within its control, the approved CAMO shall:

a) Develop and control a maintenance programme including any applicable reliability programme, proposing amendments and additions to the maintenance schedule to the TAA.

b) Manage the embodiment of modifications and repairs. c) Ensure that all maintenance is carried out to the required

standard and in accordance with the maintenance programme, and released in accordance with MRP Maintenance Certification Regulation.

d) Ensure that all applicable SI(T)s are applied. e) Ensure that all faults reported, or those discovered during

scheduled maintenance, are managed correctly by a Military Maintenance Organization or MRP/Mil Part 145 Approved Maintenance Organization.

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) Ensure 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.


4947(1)a 1. The CAMO should undertake trending and analysis of maintenance data for reliability purposes. This will enable it to act upon faults and arising rates, deferred faults, unscheduled arisings, fault issues/trends etc in order to highlight proactively any concerns/issues/adverse trends. Based on these, the 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 CAMO should assess the impact of all planned modifications, consider implications for the DH fleet and develop an implementation strategy in consultation with the TAA and the embodiment organization.



3. The CAMO should schedule the modification plan and then manage modifications embodiment.

a) For modifications with a safety impact, the CAMO should ensure that the embodiment is completed within the TAA-mandated timescales for the platform.

b) The CAMO should monitor embodiment progress through to full fleet embodiment.

c) The CAMO should ensure configuration control of the modification and that the overall state of the aircraft is maintained.

REPAIRS

4. The 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 DH issues or requirements to the TAA.

4947(1)c 5. For Forward, the CAMO is part of the DH’s assurance system for the standards and practices of work carried out on Forward units. For Depth, the CAMO should agree the work package content and assure its satisfactory completion.

6. The 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 CAMO should maintain an airworthy fleet, and therefore assure the standard of output from any maintenance organization.

a) For the Forward environment, and where the CAMO and maintenance organization share the same Quality Management System (QMS), this could be achieved through the internal QA process. For contractor-run Forward units, the CAMO should ensure appropriate contract cover is in place in order to provide equivalent levels of assurance.

b) For the Depth environment and/or where the CAMO and Forward maintenance organization do not share the same QMS, such assurance should be achieved through either formal visits to the organization or external/3rd party auditing.

4947(1)d 8. The CAMO should ensure the satisfaction of SI(T)s or other directives from authorized organizations (TAAs, the MAA) that have a continuing airworthiness impact on aircraft within its Fleet (in Forward and Depth) within the mandated timescales.

9. The 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 CAMO should support the development of such instructions by advising of any impact on availability, capability and sustainability.

11. The CAMO should maintain records of extant SI(T)s and advise the DH and issuing authority of those that cannot be satisfied within required timescales.

4947(1)e 12. The CAMO should ensure the use of a Military Maintenance Organization or MRP/Mil Part 145 Approved Maintenance Organization to conduct corrective maintenance, and that they utilise appropriately-authorised personnel for the task.

13. The CAMO should review Limitations/ADFs in order to:

a) Highlight and address adverse trends, notifying these to the TAA.

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.

4947(1)f 14. The CAMO should plan and control maintenance activity at Forward and Depth, including the use of latitudes, deferments or concessions as part of the fleet management task.

15. The CAMO should inform the DH if there are any significant aspects of maintenance that cannot be carried out and advise of the implications.

4947(1)g 16. 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. (2) Modifications and repairs. (3) Compliance with maintenance programme. (4) Weight and Moment. (5) Deferred maintenance.

17. To ensure traceability the CAMO should maintain a centralised record of all locally manufactured parts. This should include details of authorisations, quality control checks, concessions, component identification and any remedial action. The CAMO should ensure proper recording of the date of manufacture and fit, description and part/drawing number, SNOW for component manufacture, details of heat treatment and proof testing, specification and conformity references, and aircraft/component serial number.

18. The CAMO should develop procedures for lost aircraft maintenance forms, which should include any search or investigation requirements and a policy on the use of duplicated documents.

19. The CAMO should develop 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 ARC processes, noting that this may require specialist skills and training.

20. The CAMO should have a procedure for data locking continuing airworthiness records in support of Service Inquiries and as directed by the MAA.

21. Retention of continuing airworthiness records should be carried out in accordance with RA 4953 and RA 4951.



4947(1)h 22. Nil.

4947(1)k 23. The CAMO should maintain oversight of occurrence reports raised (this includes, but is not limited to, D-ASOR, F760s, SFSs) and subsequent action.

24. The CAMO should report to the MAA, TAA and any other MOD operator any identified condition of an aircraft, component or maintenance procedure that endangers Air Safety as identified by the CAMO.

25. Where an aircraft occurrence report has an airworthiness aspect, the CAMO should ensure the investigation of the occurrence and subsequent recovery of the aircraft (including any associated components) is robust.


4947(1)a 26. The TAA manages the Aircraft Document Set (ADS), which is the method by which approved data is published. This includes the approved Maintenance Schedules. The CAMO develops and controls the maintenance programme in accordance with the ADS endorsed by the TAA.

27. Continual assessment of the utility of the maintenance aspects of the ADS (ie its fitness for purpose) rests with the CAMO. The TAAs own the information contained within the APs, whilst the CAMO ensures it can be (and is being) used.

28. The 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 CAMO is to inform the TAA as necessary so that impact on the type-approved data within the ADS can be assessed and incorporated.

29. The TAA will determine whether any requirements arising from recommendations or changes requested by the CAMO are deliverable and appropriate within existing funding/support contracts. If they are not achievable, then the TAA must engage with CAMO/DH to address priorities/funding lines to agree what will be delivered.

30. The CAMO will obtain assurance of the effectiveness of the Aircraft Maintenance Programme through the Airworthiness Review process and other CAMO tasks, the condition and standard of individual aircraft, receipt checks from Depth and the condition of the fleet as a whole. 31. The 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.

32. The 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 DH).



33. The CAMO must ensure that the TAA has a plan to undertake the required Maintenance Schedule reviews and that funding lines are planned.

34. The TAA must also be informed of any aircraft-related low level engineering orders, eg AEROs, JHC CIs.

4947(1)b MODIFICATIONS

35. The CAMO will consider reliability/availability/maintainability issues associated with delivery of modifications and repairs, taking into account DH fleet capability/availability requirements to meet operational and training commitments.

36. The CAMO is not responsible for identifying the requirement for capability modifications.

37. The TAA will determine whether a modification is deliverable within existing funding lines/support contracts.

38. The TAA will manage and approve the modification leaflet. Modifications are developed by the appropriate DAOS approved organization.

39. There are a number of reasons for modifying an aircraft, including airworthiness, reliability, efficiency, survivability and capability. In managing their embodiment the CAMO must:

a) Schedule the embodiment of airworthiness modifications.

b) Advise the DH 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 DH 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

40. The 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 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 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 Cat 3 and Cat 4 aircraft undergoing repair to facilitate recovery of aircraft.

4947(1)c 41. For Depth, the PT will set up the support contract and framework where aircraft/component maintenance is contracted out to an Approved Organization on behalf of the CAMO.

42. Where hard-copy publications are employed, the CAMO must ensure that they are available in sufficient quantity, quality and are at the correct amendment state.

43. Where digital publications are employed, the CAMO must ensure that the



maintenance organization has unfettered access to maintenance data, which includes sufficient quantities of IT equipment appropriate to the environment.

44. Where pre-printed MWOs are developed, the CAMO must ensure that these continue to reflect the requirements of the approved maintenance programme.

45. Where appropriate the 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.

46. Maintenance organizations must notify the CAMO at the earliest opportunity that it has deviated from a TI. When a notification has been received, the 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 47. 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.

48. For civil-derivative aircraft, such instructions may include certain Airworthiness Directives (ADs) as determined by the TAA.

4947(1)e 49. The MAA provides oversight and assurance of organizations that conduct maintenance activities on Military aircraft.

a) For military-provided Forward activity, this can be assured through the oversight of the DH’s quality system.

b) For contractor-run maintenance organizations, approval is provided through their accreditation to MRP/Mil Part 145.

4947(1)f 50. The TAA may have an influence on the maintenance plan eg:

a) Providing the link between contracted maintenance organization and CAMO.

b) Identifying any shortfalls in funding or contracted maintenance-man-hours to enable the CAMO/DH to prioritise and/or seek appropriate resources/funding.

51. Where a service life limited part’s life cannot be ascertained, the CAMO must ensure that it is not used until such life can be determined, recovered or the part disposed of.

4947(1)g 52. Assurance of correct recording of aircraft and component Continuing Airworthiness information can be provided by CAMO airworthiness staff, who would undertake a documented review of aircraft records as part of the Airworthiness Review process.

4947(1)h 53. The weight and moment statements will be checked as part of the Airworthiness Review 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.

54. Although managed by the CAMO, the CAMO itself is not responsible for carrying out the weighing activity. 4947(1)k 55. The CAMO must ensure/direct appropriate follow-up activity, keeping the DH apprised of any significant airworthiness issues. This would include ensuring the satisfactory completion of the maintenance aspects of the aircraft’s D-ASOR.

56. Where the occurrence report has a continuing airworthiness implication for the fleet, the CAMO must ensure that appropriate remedial action is taken to minimise re-occurrence. This could include:

a) Changes to the maintenance programme.

b) Addressing HF factors (which could include training, working conditions etc).

57. Where the occurrence report has a type airworthiness implication for the fleet the 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 maintenance and associated documentation is essential to meet the requirements of continuing airworthiness.

Contents 4948(1): Documentation

Regulation 4948(1)

Documentation 4948(1) The approved CAMO shall hold and use applicable current

maintenance data in the performance of RA 4947 Continuing Airworthiness Management tasks.


4948(1) 1. Nil.


4948(1) 2. Applicable maintenance data is:

a. Applicable instructions for continuing airworthiness contained within the Aircraft Document Set, issued by the TAA.

b. Any applicable data issued in accordance with RA 4810 / Def Stan 05-130 Part 1 (MIL.Part 145.A.45).

c. Any applicable SI(T) and ADs.

d. Any applicable requirement, procedure, standard or information issued by the MAA.





RA 4951 Initial Issue UNCONTROLLED COPY WHEN PRINTED Page 1of 4

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 MOD CAM shall establish a quality system and

designate a Quality Manager to monitor compliance with, and the adequacy of, procedures required to ensure airworthy aircraft. Compliance monitoring shall include a feedback system to the MOD CAM to ensure corrective action as necessary.

Functions of the Quality System 4951 (2) The quality system shall monitor CAMO activities. It shall at

least include the following functions: a) Monitoring that all CAMO activities are being performed in accordance with MRP Part M regulation, including all sub-contracted activities. b) Monitoring that all contracted maintenance is carried out in accordance with the contract. c) Monitoring the continued compliance with the requirements of MAA approval of the CAMO.

Retention of Quality System Records 4951(3) The records of these activities shall be stored for at least two

years.


4951(1) 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 include the MOD 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 Quality Manager or the quality auditor of



such rectification.

5. The MOD CAM should hold regular meetings with staff to check progress on rectification. In large CAMOs, such meetings may be delegated on a routine basis to the Quality Manager, subject to the MOD 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.

4951(2) 6. The primary objectives of the quality system should be to enable the CAMO to ensure airworthy aircraft and to remain in compliance with the MRP Part M requirements.

7. The independent audit is an objective process of routine sample checks of all aspects of the 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, 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 in this AMC may be increased by up to 100% (ie to a 2 year cycle) by the MOD 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 CAMO activities will be audited.


4951(1) 13. The CAMO quality system may be combined with the quality systems of other Service or MAA-approved organizations if appropriate. Such arrangements should be clearly articulated in the CAME.

14. Sub-contracted activities also include any continuing airworthiness activities delivered by the TAA on behalf of the CAMO.

4951(2) 15. The independent audit represents an objective overview of all CAMO-related activities. It is intended to complement the 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.

16. Where a PT utilises a Contract Monitoring Team to assure contracted



maintenance, evidence from such activity may be accepted by the CAMO for assurance purposes.






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): CAMO Responsibilities 4953(2): Retention of Records

Regulation 4953(1) 4953(2)

CAMO Responsibilities 4953(1) The CAMO shall record all details of work carried out. The

records required by RA 4300 shall be retained. If the CAMO has ARC privileges, it shall retain a copy of each ARC issued, together with all supporting documents, until 5 years after the aircraft has been permanently withdrawn from service.

Retention of Records 4953(2)

a) Records shall be stored in a manner that ensures protection from damage, alteration and theft.

b) Computer hardware used to ensure backup shall be 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 shall be 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 shall be 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 shall be recorded to show who effected the transfer and who received the records.

Acceptable Means of Compliance

1. Nil.

Guidance Material

2. General instructions for the retention of Military Aviation Engineering Documentation, including retention periods for documentation not specifically covered



4953(1) 4953(2)

by MRP Part M Sub Part G, are detailed in RA 4311.

3. Permanent data readability must be ensured to avoid situations where archived data becomes impossible to access due to LIS going out of service.



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 or Revocation

Regulation 4954(1) 4954(2)

Continued Validity of Approval 4954(1) Approval is issued for an unlimited duration. It shall remain

valid subject to: a) The CAMO remaining in compliance with MRP Part M Sub Part G, in accordance with the provisions related to the handling of findings as specified under RA4955 - Findings. b) The MAA being granted access to the CAMO to determine continued compliance with MRP Part M. c) The approval not being surrendered or revoked.

Approval Surrender or Revocation 4954(2) Upon surrender or revocation, the approval certificate shall

be returned to the MAA.


1. Nil.


2. Nil.






RA 4955 - Findings - MRP Part M Sub Part G

Rationale Non-compliance with a Part M requirement has the potential to have a negative effect on safety standards and hazard air safety and therefore requires rectification.

Contents 4955(1): Findings

Regulation 4955(1)

Findings 4955(1) After receipt of notification of MAA findings, the MOD CAM

shall devise and execute a corrective action plan which demonstrates how the finding, and the root cause, will be dealt with in order to prevent recurrence. This shall be done to the satisfaction of the MAA within a stipulated period.


1. Nil.


4955(1) 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 – CAMO Tasks Performed by Other Organizations - MRP Part M Sub Part G

Rationale In some circumstances CAMO functions may be carried out on behalf of the CAMO by other parties.

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

Regulation 4956(1)

Sub-Contracting of CAMO Tasks 4956(1) The MOD CAM shall retain responsibility for all continuing

airworthiness tasks carried out on behalf of the CAMO by other parties.


1. Where tasks are carried out on behalf of the CAMO by other parties, the MOD CAM should ensure that such activity is sufficient to fulfil continuing airworthiness requirements and that adequate assurance and control measures are in place.


2. Depending on the construct of the organization it may be appropriate for some CAMO functions to be sub-contracted or delegated to, or carried out by, other organizations (MOD or contractor) on behalf of the CAMO. This may include a Civil Regulation Approved CAMO with appropriate scope, conducting tasks on behalf of the MOD CAM. Further guidance is provided in GM 1016(1).

3. For the avoidance of doubt, the MOD CAM retains responsibility for all CAMO functions irrespective of who is discharging them or where they are being discharged.




Documents

CONTINUING AIRWORTHINESS ENGINEERING …webarchive.nationalarchives.gov.uk/...1902-4ECB-AD6C.../4000Series.pdfService Inquiries into aircraft occurrences ... Regulatory Articles (RA):