EASA MAINTENANCE ORGANISATION EXPOSITION – EASA MOE –

EASA MAINTENANCE ORGANISATION

EXPOSITION

– EASA MOE –

Revision No : 02 Date : 16 Feb 2015

Onur Air Taşımacılık A.Ş. Atatürk Havalimanı B kapısı yanı 34149 Yeşilköy İstanbul-Türkiye

Tel : +90-212-468 64 00, Fax: +90-212-468 64 12/13 EASA Part 145 Approval Number: EASA.145.0547

DRAFT REVIS

ION

MOE

Subject: 0.00 MANUAL ADMINISTRATION AND

CONTROL

Eligibility: EASA Part 145

Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

0.00 MANUAL ADMINISTRATION AND CONTROL This part covers sections on MANUAL ADMINISTRATION AND CONTROL.

DRAFT REVIS

ION

MOE

Subject: 0.01 Table of Contents


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

0.01 Table of Contents COVER 0.00 MANUAL ADMINISTRATION AND CONTROL

0.01 Table of Contents 0.02 List of Effective Pages 0.03 List of Amendments 0.04 Distribution List 0.05 Approvals 0.06 Preamble 0.07 Definitions and Abbreviations

1.00 MANAGEMENT

1.01 Corporate Commitment by the Accountable Manager 1.02 Quality and Safety Policy 1.03 Management Personnel 1.04 Duties and Responsibilities of Management Personnel 1.05 Management Organisation Chart 1.06 List of Certifying Staff and Support Staff 1.07 Manpower Resources 1.08 Facilities 1.09 Scope of Work 1.10 Notification Procedure to the Authority Regarding Changes 1.11 Exposition Amendment Procedures

2.00 MAINTENANCE PROCEDURES

2.01 Supplier Evaluation and Subcontract Control Procedure 2.02 Acceptance-Inspection of Aircraft Components and Materials from Outside

Contractors 2.03 Storage, Tagging and Release of Aircraft Components and Materials to Aircraft

Maintenance 2.04 Acceptance of Tools and Equipment 2.05 Calibration of Tools and Equipment 2.06 Use of Tooling and Equipment by Staff 2.07 Cleanliness Standards of Maintenance Facilities 2.08 Maintenance Instructions and Relationship to Manufacturers Instructions

Including Updating and Availability to Staff 2.09 Repair Procedure 2.10 Aircraft Maintenance Programme Compliance 2.11 Airworthiness Directives Procedure 2.12 Optional Modification Procedure 2.13 Maintenance Documentation in use and its Completion 2.14 Technical Records Control 2.15 Rectification of Defects Arising During Base Maintenance 2.16 Release to Service Procedure 2.17 Records for the Operator 2.18 Reporting of Defects to the Competent Authority, Operator, Manufacturer 2.19 Return of Defective Aircraft Components to Store 2.20 Defective Components to Outside Contractors 2.21 Control of Computer Maintenance Records System 2.22 Control of Man-Hour Planning versus Scheduled Maintenance Work 2.23 Control of Critical tasks 2.24 Reference to Specific Maintenance Procedures 2.25 Procedures to Detect and Rectify Maintenance Errors 2.26 Shift-Task Handover Procedures

DRAFT REVIS

ION

MOE

Subject: 0.01 Table of Contents


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

2.27 Procedures for Notification of Maintenance Data Inaccuracies and Ambiguities to the Type Certificate Holder

2.28 Production Planning Procedures 2L.00 ADDITIONAL LINE MAINTENANCE PROCEDURES

2L.01 Line maintenance control of aircraft components, tools, equipment 2L.02 Line maintenance procedures related to servicing/fuelling/de-icing 2L.03 Line maintenance control of defects and repetitive defects 2L.04 Line procedure for completion of technical log 2L.05 Line procedure for pooled parts and loan parts 2L.06 Line procedure for return of defective parts removed from aircraft 2L.07 Line procedure control of critical tasks

3.00 QUALITY SYSTEM PROCEDURES

3.01 Quality Audit of Organisation Procedures 3.02 Quality Audit of Aircraft or Equipment 3.03 Quality Audit Corrective Action Procedure 3.04 Certifying Staff and Support Staff Qualification and Training Procedures 3.05 Certifying Staff and Support Staff Records 3.06 Quality Audit Personnel 3.07 Qualifying Inspectors 3.08 Qualifying Mechanics 3.09 Aircraft or Component Maintenance Tasks Exemption Process Control 3.10 Concession Control for Deviation from the Organisation Procedures 3.11 Qualification Procedure for Specialised Activities 3.12 Control of Manufacturer and other Maintenance Working Teams 3.13 Human Factors Training Procedure 3.14 Competence Assessment of Personnel 3.15 Training procedures for on-the-job training (OJT). 3.16 Procedure for the issue of a recommendation to the competent authority for the

issue of a Part-66 licence in accordance with 66.B.105 (limited to the case where the competent authority for the Part-145 approval and for the Part-66 licence is the same

4.00 CONTRACTED OPERATORS 4.01 Contracting Operators 4.02 Operator Procedures and Paperwork 4.03 Operator Record completion

5.00 APPENDICES

5.01 Sample of Documents 5.02 List of Subcontractors 5.03 List of Line Maintenance Locations 5.04 List of Contracted Organisations

DRAFT R

EVISIO

N

MOE

Subject: 0.02 List of Effective Pages


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

0.02 List of Effective Pages SECTION PAGES REVISION NO REVISION DATE

COVER All 02 16 Feb 2015 0.00 All 02 16 Feb 2015 0.01 All 02 16 Feb 2015 0.02 All 02 16 Feb 2015 0.03 All 02 16 Feb 2015 0.04 All 02 16 Feb 2015 0.05 All 02 16 Feb 2015 0.06 All 02 16 Feb 2015 0.07 All 00 (Original Issue) 09 Oct 2014 1.00 All 00 (Original Issue) 09 Oct 2014 1.01 All 00 (Original Issue) 09 Oct 2014 1.02 All 00 (Original Issue) 09 Oct 2014 1.03 All 02 16 Feb 2015 1.04 All 02 16 Feb 2015 1.05 All 02 16 Feb 2015 1.06 All 02 16 Feb 2015 1.07 All 02 16 Feb 2015 1.08 All 02 16 Feb 2015 1.09 All 02 16 Feb 2015 1.10 All 02 16 Feb 2015 1.11 All 00 (Original Issue) 09 Oct 2014 2.00 All 00 (Original Issue) 09 Oct 2014 2.01 All 02 16 Feb 2015 2.02 All 02 16 Feb 2015 2.03 All 02 16 Feb 2015 2.04 All 02 16 Feb 2015 2.05 All 02 16 Feb 2015 2.06 All 02 16 Feb 2015 2.07 All 00 (Original Issue) 09 Oct 2014 2.08 All 02 16 Feb 2015 2.09 All 02 16 Feb 2015 2.10 All 00 (Original Issue) 09 Oct 2014 2.11 All 00 (Original Issue) 09 Oct 2014 2.12 All 00 (Original Issue) 09 Oct 2014 2.13 All 02 16 Feb 2015 2.14 All 02 16 Feb 2015 2.15 All 02 16 Feb 2015 2.16 All 02 16 Feb 2015 2.17 All 00 (Original Issue) 09 Oct 2014 2.18 All 02 16 Feb 2015 2.19 All 02 16 Feb 2015 2.20 All 02 16 Feb 2015 2.21 All 02 16 Feb 2015 2.22 All 02 16 Feb 2015 2.23 All 02 16 Feb 2015 2.24 All 02 16 Feb 2015 2.25 All 02 16 Feb 2015 2.26 All 02 16 Feb 2015 2.27 All 02 16 Feb 2015 2.28 All 02 16 Feb 2015

DRAFT REVIS

ION

MOE

Subject: 0.02 List of Effective Pages


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

2L.00 All 00 (Original Issue) 09 Oct 2014 2L.01 All 02 16 Feb 2015 2L.02 All 02 16 Feb 2015 2L.03 All 02 16 Feb 2015 2L.04 All 02 16 Feb 2015 2L.05 All 02 16 Feb 2015 2L.06 All 02 16 Feb 2015 2L.07 All 02 16 Feb 2015 3.00 All 00 (Original Issue) 09 Oct 2014 3.01 All 00 (Original Issue) 09 Oct 2014 3.02 All 00 (Original Issue) 09 Oct 2014 3.03 All 02 16 Feb 2015 3.04 All 02 16 Feb 2015 3.05 All 00 (Original Issue) 09 Oct 2014 3.06 All 00 (Original Issue) 09 Oct 2014 3.07 All 00 (Original Issue) 09 Oct 2014 3.08 All 00 (Original Issue) 09 Oct 2014 3.09 All 02 16 Feb 2015 3.10 All 02 16 Feb 2015 3.11 All 00 (Original Issue) 09 Oct 2014 3.12 All 02 16 Feb 2015 3.13 All 00 (Original Issue) 09 Oct 2014 3.14 All 00 (Original Issue) 09 Oct 2014 3.15 All 00 (Original Issue) 09 Oct 2014 3.16 All 00 (Original Issue) 09 Oct 2014 4.00 All 00 (Original Issue) 09 Oct 2014 4.01 All 00 (Original Issue) 09 Oct 2014 4.02 All 00 (Original Issue) 09 Oct 2014 4.03 All 00 (Original Issue) 09 Oct 2014 5.00 All 00 (Original Issue) 09 Oct 2014 5.01 All 00 (Original Issue) 09 Oct 2014 5.02 All 00 (Original Issue) 09 Oct 2014 5.03 All 02 16 Feb 2015 5.04 All 00 (Original Issue) 09 Oct 2014

DRAFT REVIS

ION

MOE

Subject: 0.03 List of Amendments


Page: 1 of 4

Revision: 02

Date: 16 Feb 2015

0.03 List of Amendments 0.03.01 Table of Revisions The company makes a revision to this document every time it is amended. Each amendment is identified with a consecutive “Revision Number” as listed in below table. REVİSİON NO REVİSİON DATE REVİSİON TYPE

00 09 Oct 2014 Major 01 21 Nov 2014 Minor 02 16 Feb 2015 Major Refer to EASA MOE 0.05 Approvals for proof of approval of the latest revision.

DRAFT REVIS

ION

MOE



Page: 2 of 4

Revision: 02

Date: 16 Feb 2015

0.03.02 Revision Highlights Every revision to this MOE is highlighted here, in order to keep the document traceability. Most of the time, such a revision may have more than a single change and each change and its impact to the documents are indicated in this sub-section. Common portions of this document, like;

• Cover, • 0.02 List of Effective Pages, • 0.03 List of Amendments, • 0.05 Approvals,

which affected by any change, are not necessarily listed within the impacts table unles the change is focused on itself, but must be indicated in 0.02 List of Effective Pages. Refer below for intended focus of the changes. Revision # Change # Change Description 00 1 Original Issue. Impact: All /end of changes/ Revision # Change # Change Description 01 1 Extended A1 rating with “A319”. Impact: 1.09 Revision # Change # Change Description 01 2 Added “Revision Highlights” to 0.03 List of Amendments. Impact: 0.03 /end of changes/ Revision # Change # Change Description 02 1 Extended A1 rating with “Line Maintenance”. Impact: 0.01, 1.03, 1.04, 1.06, 1.07, 1.08, 1.09, 2.05, 2.13, 2.16, 2.22, 2.23, 2.25, 2.26, 2.28, 2L.00, 2L.01, 2L.02, 2L.03, 2L.04, 2L.05, 2L.06, 2L.07, 3.04, 3.12, 5,03 Revision # Change # Change Description 02 2 Changed “paper” distributions to “digital”. Impact: 0.04 Revision # Change # Change Description 02 3 Changed Management Personnel: Base Maintenance Manager Impact: 1.03

DRAFT REVIS

ION

MOE



Page: 3 of 4

Revision: 02

Date: 16 Feb 2015

Revision # Change # Change Description 02 4 Re-harmonised Duties and Responsibilities Impact: 1.04 Revision # Change # Change Description 02 5 Added Category A Licence Impact: 1.06 Revision # Change # Change Description 02 6 Re-defined the company tagging system. Impact: 2.02 Revision # Change # Change Description 02 7 Re-structured the procedures. Impact: 2.03 Revision # Change # Change Description 02 8 Added responsibility of keeping inventory. Impact: 2.05 Revision # Change # Change Description 02 9 Changed toolbox discipline checking. Impact: 2.06 Revision # Change # Change Description 02 10 Added reference to OT-294 “Missing Tool Form”. Impact: 2.06 Revision # Change # Change Description 02 11 Re-write repair procedure completely. Impact: 2.09 Revision # Change # Change Description 02 12 Deleted intent of 2.18 and added reference to that procedure. Impact: 2.15 Revision # Change # Change Description 02 13 Added approval of and reporting to EASA when procedure

deviations occur. Impact: 2.15

DRAFT REVIS

ION

MOE



Page: 4 of 4

Revision: 02

Date: 16 Feb 2015

Revision # Change # Change Description 02 14 Corrected general conditions for CRS iaw Part 145. Impact: 2.16 Revision # Change # Change Description 02 15 Changed title 2.16.03 as “CRS after Aircraft Maintenance”. Impact: 2.16 Revision # Change # Change Description 02 16 Improved CRS verification checks after Aircraft Maintenance. Impact: 2.16 Revision # Change # Change Description 02 17 Improved maintenance task exemption process. Impact: 2.16, 3.09 Revision # Change # Change Description 02 18 Changed to correct syntax, grammatic errors and improved for

meanings. Impact: 0.06, 1.10, 2.01, 2.04, 2.08, 2.14, 2.18, 2.19, 2.20, 2.21, 2.24 (.02, .03, .04), 2.27, 3.03, 3.10 /end of changes/

DRAFT REVIS

ION

MOE

Subject: 0.04 Distribution List


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

0.04 Distribution List

COPY NUMBER HOLDER FORMAT 1 EASA Digital 2 DGCA Digital 3 QA Manager Digital 4 The Company Library Digital (*1)

(*1) Company personnel is permitted to access this document through Company MIS

(Lotus Notes Documentation System) read only. For locations out of MIS reach, a CD copy is provided to the personnel. The CD copy holders are enlisted and managed by QA Manager. Upon receipt of an amendment in CD format, each MOE holder is responsible for destroying the obsolete version. Company may distribute another copy of the document in any format under Quality Manager’s judgement and responsibility.

DRAFT REVIS

ION

MOE

Subject: 0.05 Approvals


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

0.05 Approvals This revision of the exposition is prepared and revised by the section/procedure owners in accordance with MOE 1.11. This section provides the proof of approval for the document. Name Signature

Verified by Mehmet BİRLİK Overall Reviewed by Erhan İNANÇ QA Manager Approved by Teoman TOSUN General Manager Authority Approval See authority approval page(s) attached.

DRAFT REVIS

ION

MOE

Subject: 0.06 Preamble


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

0.06 Preamble This manual is the compilation of Maintenance Organisation Exposition (MOE) procedures as prescribed in 145.A.70. It is prepared as a contributed work throughout the Company for achieving continuous EASA Part 145 Approval. This manual contains the following Parts. Part 0 - MANUAL ADMINISTRATION AND CONTROL Part 1 - MANAGEMENT Part 2 - MAINTENANCE PROCEDURES Part 2L- ADDITIONAL LINE MAINTENANCE PROCEDURES Part 3 - QUALITY SYSTEM PROCEDURES Part 4 - CONTRACTED OPERATORS Part 5 - APPENDICES Sections are identified with two digit numbers collected under parts (i.e., 1.06 List of Certifying Staff and Support Staff) Parts and sections are listed in MOE 0.01 Table of Contents and each part or section listed thereof is managed and revised iaw 1.11 Exposition Amendment Procedures. Here in this manual described the methods and procedures to be used for maintenance operations under approved scope of work defined in 1.09 Scope of Work to ensure safety of the articles maintained under high quality standards driven by MOE procedures. This document also meets the requirements of Quality Manual of Onur Air. There may be rare references to that document where most practical and appropriate. It is essential for user, where required, to learn, know, and obey the methods and procedures described within this document. MOE was prepared in English as common language. Turkish and additional languages may be launched based on this English version however English version remains as reference when officially approved.

DRAFT REVIS

ION

MOE

Subject: 0.07 Definitions and Abbreviations


Page: 1 of 4

Revision: 00

Date: 09 Oct 2014

0.07 Definitions and Abbreviations Term/Abbreviation Definition/Meaning

AC : Or A/C. See Aircraft.

Accountable Manager : The manager who has corporate authority for ensuring that all

maintenance required by the aircraft operator can be financed and carried out to standard required by the EASA. The accountable manager may delegate in writing to another person in the organisation, such person then becoming the accountable manager for the purpose of this EASA Part-145 Organisation.

Aircraft : Means any machine that can derive support in the atmosphere from the reactions of the air other than reactions of the air against the earth’s surface.

AKA : also known as.

ARC : Authorised Release Certificate (EASA Form 1)

Article : An aircraft, airframe, aircraft engine, propeller, appliance, or component part.

Audit : Independent, objective process of routine sample checks of all aspects of the organisation’s ability to carry out all maintenance to the required standards and includes product sampling as this is the end result of the maintenance process.

Audit Checklist : A document used for an Audit as a guideline document indicating the subjects either on high level or low level.

Audit Plan : A scheduling plan prepared periodically (e.g. yearly) showing intended audit timeframes indicatively.

Auditee : The position an audit process is exposed to.

Auditor : The position an audit process is exposed from.

Auditor Pool : The list of auditors qualified in accordance with MOE 3.6.

Authority, the : The body mandating related rules regulations.

Bogus Part : See SUP.

CA : Corrective Action

CDCCL : Critical Design Configuration Control Limitations. CDCCL identify the critical design features such as proper wire separation, proper installation of a panel gasket, minimum bonding jumper resistance levels, etc., that must be maintained in exactly the same manner throughout the life of the aircraft in order to comply with the type certificate and maintain airworthiness.

DRAFT REVIS

ION

MOE



Page: 2 of 4

Revision: 00

Date: 09 Oct 2014

Certifying Staff : Means personnel responsible for the release of an aircraft or a

component after maintenance.

Company, the : Acronym representing Onur Air Tasimacilik A.S. (aka. Onur Air) maintenance operations unit under EASA Part 145 approval. “Onur Air” represents not only the maintenance organization, but all sections including flight operations, flight training, commercial, etc.

Component : Means any engine, propeller, part or appliance.

Continuing Airworthiness

: Means all of the processes ensuring that, at any time in its operating life, the aircraft complies with the airworthiness requirements in force and is in a condition for safe operation.

CRS : Certificate of Release to Service.

CS : Or C/S. See Certifying Staff.

CSLIST : Short for Certifying Staff List. Includes Support Staff for base maintenance.

DGCA or TR-DGCA : Turkish Directorate General of Civil Aviation.

DOA : Design Organization Approval. Generally refers to an EASA Part 21 approval holders when used in the text without any other identifier.

EHS : Environment, Health and Safety

EIR : Engineering Investigation Request

EO : Engineering Order

ESD : Electrostatic Discharge

EWIS : Electrical Wiring Interconnection System. EASA guidance is provided for EWIS (Electrical Wiring Interconnection System) training programme to maintenance organisation personnel in AMC 20-22 as referenced in AMC 4 145.A.30(e).

FTS : Fuel Tank Safety. Additional training in fuel tank safety as well as associated inspection standards and maintenance procedures should be required for maintenance organisations’ technical personnel, especially technical personnel involved in the compliance of CDCCL tasks. EASA guidance is provided for training to maintenance organisation personnel in Appendix IV “Fuel Tank Safety training” to AMC to 145.A.30(e) and 145.B.10(3).

He : Stands for He or She, as applicable.

His : Stands for His or Her, as applicable.

IAW : in accordance with.

DRAFT REVIS

ION

MOE



Page: 3 of 4

Revision: 00

Date: 09 Oct 2014

Incoming Inspection : aka. Receiving Inspection. Inspection for the material, tool,

equipment etc when arrival at the company.

LRU : Line replaceable unit.

Maintenance : Means any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification of an aircraft or component, with the exception of preflight inspection.

MIS : Management Information System wthin the company, including Lotus system, intranet file servers, Wings maintenance software system, VPN through the company etc.

MOE : Maintenance Organisation Exposition

MRO : Maintenance and Repair Organization

MSDS : Material Safety Data Sheet

NANDTB-TR National Aerospace NDT Board of Turkey,

NDI : Non Destructive Inspection

NDT : Non Destructive Testing

NDTM : Non Destructive Testing Manual

NRWO : Non-Routine Work Order

OEM : Original Equipment Manufacturer

Organisation : The Company’s (defined) operational and administrative structure.

PA : Preventive Action

Position : Organization or o person in the organization, responsible for completing an assigned action.

PPC : Production Planning and Control/Coordination

Pre-flight inspection : Means the inspection carried out before flight to ensure that the aircraft is fit for the intended flight.

Principal place of business

: Means the head office or the registered office of the undertaking within which the principal financial functions and operational control of the activities referred to in terms of EASA regulations are exercised.

Production : All the maintenance activities within the organisation’s (defined) approval scope.

QA : Quality Assurance

RCA : Root Cause Analysis

DRAFT REVIS

ION

MOE



Page: 4 of 4

Revision: 00

Date: 09 Oct 2014

Receiving Inspection : See Incoming Inspection.

Regulation : EASA Part-145, plus AMCs, GMs, IEMs and other related

documets as appropriate.

Requirement : Regulation (defined) and preocedures implied by this MOE.

RO : Repair Order

RX : Receiving Inspection.

SMS : Safety Management System (ICAO 9859 Safety Management Manual definition); A systemic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures.

SS : Or S/S. See Support Staff.

SUP : Suspected Unapproved Part

Support Staff : Aircraft type rated staff qualified as category B1, B2 as appropriate, in accordance with DGCA SHY-66 and EASA Part 145.A.35 to support the aircraft base maintenance certifying staff.

WO : Work Order

DRAFT REVIS

ION

MOE

Subject: 1.00 MANAGEMENT


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

1.00 MANAGEMENT This part covers sections on MANAGEMENT.

DRAFT REVIS

ION

MOE

Subject: 1.01 Corporate Commitment by the

Accountable Manager


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

1.01 Corporate Commitment by the Accountable Manager

This exposition and any associated referenced manuals define the organisation and

procedures upon which the EASA Part-145 approval is based as required by

145.A.70.

It is understood that the use of EASA Part 145 CRS statement is not allowed for non-

EU registered and/or operated aircraft.

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 Part-145

approval.

It is accepted that these procedures do not override the necessity of complying with

any new or amended regulation published by the EASA from time to time where

these new or amended regulations are in conflict with these procedures.

It is understood that the EASA will approve this organisation whilst the EASA is

satisfied that the procedures are being followed and work standards maintained. It is

further understood that the EASA reserves the right to suspend, limit or revoke the

approval of the organisation if the EASA has evidence that procedures are not

followed or standards not upheld.

Signed by Teoman TOSUN

Date 09 October 2014

Accountable Manager and General Manager

For and on behalf of the Company.

DRAFT REVIS

ION

MOE

Subject: 1.02 Quality and Safety Policy


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

1.02 Quality and Safety Policy Quality and safety have vital importance in the Company’s operations. It is the responsibility of management to make sure that the quality and safety policy is understood and followed at all times by all personnel of the organisation. Below is the Quality and Safety Policy of the Company:

• Apply human factors principles.

• Encourage personnel to report maintenance related errors/incidents to meet Part-145 requirements.

• Recognise safety as a prime consideration at all times for all the staff.

• Recognise that compliance with procedures, quality standards and regulations is the duty of all personnel.

• Recognise the need for all personnel to cooperate with the quality auditors.

• Ensure that safety standards are not reduced by commercial imperatives.

• Ensure good use of resources and pay particular attention to carry out correct maintenance at the first attempt.

• Train all organisation staff to be aware of human factors and set a continuous training programme in this field.

DRAFT REVIS

ION

MOE

Subject: 1.03 Management Personnel


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

1.03 Management Personnel Titles, names and deputies are defined in the table below.

Title Name Deputy Name

General Manager Teoman TOSUN (*2) Şükrü CAN (*2)

Quality Manager Erhan İNANÇ (*1) Either of (as assigned): - Mehmet BİRLİK (*2) or - Cengiz ÖZTÜRK (*2)

Vice President (VP) Technical Şükrü CAN (*1)

Either of (as assigned): - İlkin CAN (*2) or - Mehmet YILMAZ (*2) or - Cengiz SAĞNACI (*2)

Maintenance Manager – Base Mehmet YILMAZ (*2) Çağdaş ORAN (*2)

Maintenance Manager - Workshops Çağdaş ORAN (*2)

Mehmet YILMAZ (*2)

Maintenance Manager – Line Servet AVCI (*2) Burak BİLGİÇ (*2)

Production Planning and Control (PPC) Manager Soner ŞAT (*2) Mehmet YILMAZ (*2)

Engineering Manager – Airframe (AF) Cengiz SAĞNACI (*2) Özden KIRAN (*2)

Engineering Manager – Powerplant (PP) Ataç ORUÇ (*2) Tan CENGİZ (*2)

Planning Manager Müge TATLICI (*2) Noyan AKÇETİN (*2)

Coordinator - Administration İlkin CAN (*2) Fuat KADAYIFÇI (*2)

Responsible Level 3 for NDT M. İlker SUNAOĞLU (*3) Not Applicable

(*1) EASA Form 4 issued, and approved by EASA. (*2) EASA Form 4 issued, not necessarily be approved. (*3) EASA Form 4 copy obtained. For more than three (3) days of absence of any listed management personnel above, the deputy assignment is announced to the organization. Refer to MOE 1.05 for organization chart in order to better understand relationships and reporting chain throughout the company.

DRAFT REVIS

ION

MOE

Subject: 1.04 Duties and Responsibilities of

Management Personnel


Page: 1 of 8

Revision: 02

Date: 16 Feb 2015

1.04 Duties and Responsibilities of Management Personnel The management personnel have duties and responsibilities as defined in this section in order to satisfy management functions required by EASA Part 145. Notwithstanding the below duties and responsibilities are explicitly written in this section, the Company may expose additional duties, responsibilities and roles on specific work steps, procedures and proceses described in this manual in order to ensure highest level of quality. 1.04.01 Accountable Manager (aka. General Manager, Managing Director) The accountable manager is the person who has overall power and company representation responsibility over the whole management team. 1. He is responsible for ensuring that maintenance carried out by the approved organisation

meets the standards required by EASA. 2. He is responsible for establishing and promoting the safety and quality policy specified in

Part 145.A.65 (a) and disseminate it throughtout the organisation by specifying in MOE 1.2.

3. He is responsible for nominating the management staff. 4. He is responsible for ensuring that the necessary finance, manpower resources, material

resources, tool/equipment resources, technical data, facilities and any other class of resources are available to enable the company to perform the maintenance to which it is committed for contracted operators and any additional work which may be undertaken.

5. He is responsible for the supervision of the progress of the corrective actions/review of the overall results in terms of quality.

6. He is responsible for ensuring the competence of all personnel including management personnel has been assessed.

7. He is responsible for ensuring that any charges are paid, as prescribed by EASA iaw. the fees & charges regulation.

1.04.02 Quality Manager (aka. Quality Assurance Manager, QA Manager or QA Manager-Technical) The quality system is independent. It means that the Quality Manager and the Quality Monitoring Staff are not directly involved in the maintenance process or with maintenance certification. 1. He is responsible for establishing an independent quality assurance system to monitor

compliance of the organisation with EASA requirements. 2. He has direct access to the Accountable Manager on matters concerning the quality

system. 3. Defines the human factors principles to be implemented within the organisation. 4. He is responsible for implementing a quality audit programme in which compliance with all

maintenance procedures is reviewed at regular intervals in relation to each type of aircraft (or component) maintained (including the management and completion of audits and production of audit reports).

5. He ensures that any observed non-compliances or poor standards are brought to the attention of the person concerned via his manager.

6. He is responsible for follow up and closure of any non conformances identified. 7. He establishes and joins regular meetings (so called management reviews, management

coordinations, quality council, council subcommittees, etc.) with the Accountable Manager to appraise the effectiveness of the quality system. These include details of any reported discrepancy not being adequately closed by the relevant person or in respect of any disagreement concerning the nature of a discrepancy.

DRAFT REVIS

ION

MOE




Page: 2 of 8

Revision: 02

Date: 16 Feb 2015

8. He is responsible for preparing standard practices and procedures (MOE, including the associated procedure(s) for use within the organisation and ensuring their adequacy regarding Part 145 and any amendments to the Regulation.

9. He is responsible for submission of the MOE and any associated amendments, to the competent authority for approval (which includes completion of and submission of EASA Form(s) 2, EASA Form(s) 4 or equivalent) whenever required.

10. He is responsible for issue /renewal/cancellation of certifying staff authorisations. 11. He is responsible for co-ordinating action on airworthiness occurrences and for initiating

any necessary further investigation and follow-up activity (145.A.60, AMC M.A.202.a) ; 12. He is responsible for assessing contractors working under the quality system and

maintaining the expertise necessary to be able to do so, to the satisfaction of EASA. 13. He is also responsible for assessing external specialist services required to be used by

the organisation in the performance of maintenance. 14. He is responsible for defect analysis in respect of aircraft undergoing maintenance so that

any adverse trends are identified and addressed effectively and promptly. 15. He is responsible for establishing feedback from maintenance incidents/issues and

feeding these back into the continuation training programme. 16. He is responsible for assessing suppliers of new and used components and materials for

satisfactory product quality in relation to the needs of the organisation. 17. Notwithstanding the existing job definitions documented in other company documentation,

Quality Manager is responsible for the above tasks and tasks in terms of EASA Part 145 and MOE requirements.

1.04.03 VP Technical (aka. Vice President Technical, Deputy Managing Director)

He directly reports to the Accountable Manager and provides for the maintenance, overhaul, repair, alteration and planning, scheduling coordination and by directing I. Base Maintenance Manager II. Workshops Maintenance Manager III. Line Maintenance Manager IV. Production, Planning and Control Manager V. Engineering Manager – Airframe and Engineering Manager - Powerplant VI. Planning Manager VII. Coordinator – Administration He has a basic understanding of human factors, regulations and requirements, fuel tank safety, MOE procedures and quality system as defined in the Training Standards. His responsibilities are to ensure that: 1. He is responsible for the satisfactory completion and certification of all work required by

contracted operators/customers in accordance with the work specification (Work Order and approved MOE procedures),

2. He is responsible for ensuring that the organisation's procedures and standards are complied with when carrying out maintenance,

3. He is responsible for ensuring the competence of all personnel engaged in maintenance by establishing a programme of training and continuation training using internal and/or external sources,

4. He is responsible for ensuring that all sub-contract orders are correctly detailed and that the requirements of the contract/order are fulfilled in respect of inspection and quality control,

5. He is responsible for responding to quality deficiencies in the area of activity for which he/she is responsible, which arise from independent quality audits,

DRAFT REVIS

ION

MOE




Page: 3 of 8

Revision: 02

Date: 16 Feb 2015

6. He is responsible for ensuring, through the workforce under his/her control, that the quality of workmanship in the final product is to a standard acceptable to the organisation and EASA,

7. He is responsible for the implementation of the safety policy and human factor issues, 8. The Quality Objectives are determined to achieve the Quality Policy and the Quality

Objectives of the Maintenance Organisation as announced by the Accountable Manager and the Policy and Objectives of the Maintenance Organisation.

9. Objectives are understood, implemented and maintained at all levels of the Organisation. 10. Objectives are determined by each Department/Management to achieve the Quality

Objectives. 11. Performance parameters for measuring the progress in each objective are developed by

each Department / Management. 12. Using these parameters, quarterly and yearly achievements against the objectives are

compared by each Department / Management and necessary corrective actions are taken to meet and/or exceed the objectives.

13. Work scheduling and shop loading is realistic and adhered to. 14. Detailed labor and material accounting is accumulated for each work order. 15. Completed work records are retained and furnished as requested. 16. Aircraft and components are maintained iaw applicable requirements, manufacturers'

instructions, operators' manuals, customers’ work orders and with this MOE. 17. Proper tools, equipment, material and documents are available in place, uptodate and

used in performing the work. 18. Adequate qualified supervision is assigned to assure quality production. 19. Supporting shops provide necessary services. 20. Aircraft is airworthy on completion of maintenance in relation with Quality Manager. 21. Airworthiness of aircraft is certified. 22. Calibration of test equipment, precision tools and gauges are controlled. 23. An adequate number of certifying staff and technicians are trained and qualified in their

duties. 24. Maintenance actions at base are performed. 25. Fuel tank safety requirements (Critical Design Control Configuration Limitations -CDCCL)

are strictly adhered to during planning and implementation of maintenance of related systems.

26. Full compliance with applicable Dangerous Goods Regulations is provided. 27. Requirements of any valid maintenance contract and/or Technical Services Agreement

signed with customer/operators are strictly followed and implemented. 28. Human performance limitations are strictly observed while planning of maintenance tasks

and organizing of shifts. 29. The inspection are performed and monitored. 30. All administrative company procedures are followed. He is also responsible for the followings: 31. Assign the “commercial administrative policies” of the company maintenance facilties, 32. Planning of fleet, facilities and staff to reach long term “commercial and adminsitrative

targets”, 33. Training and improving the capabilities of the “commercial and adminsitrative staff”, 34. Provide among management staff under him for adequate “commercial and administrative

coordination”.

(I) Base Maintenance Manager He is in charge of the followings and reports to the VP Technical.

DRAFT REVIS

ION

MOE




Page: 4 of 8

Revision: 02

Date: 16 Feb 2015

1. He is responsible for ensuring satisfactory completion and certification of all work required by contracted operators/customers in accordance with the work specification (Work Order and approved MOE procedures),




5. He is responsible for responding to quality deficiencies in the area of activity for which he is responsible, which arise from independent quality audits,


7. He is responsible for the implementation of the safety policy and human factor issues,

8. Coordination of the performance of maintenance of the aircraft, 9. Identifying the requirements together with the VP Technical and PPC

Management to be performed during the periodic maintenance, 10. Coordinating the training program for base maintenance personnel with the

training department. 11. Utilization of the materials, tools and equipment in suitable manner which will be

required for the maintenance, 12. Supplying periodic maintenance by the suitable staff using the accurate

procedures with high quality standards, 13. Enabling the ease of access of the documents and data and updated for the staff

under its supervision. 14. Non-Destructive Testing tasks are carried out in accordance with manufacturer

manuals and approved standards 15. Keeping the hangar and shops clean and tidy, 16. Recording and notifying any inaccurate, incomplete or ambiguous procedure,

practice information or maintenance instruction contained in the maintenance data used by maintenance personnel to the author of maintenance data,

17. Notifying ultimately the Accountable Manager whenever deficiencies emerge which require his attention in respect of finance and the acceptability of standards (Accountable Manager and Quality Manager to be officially informed of any lack of 25% of available man-hours over a calendar month),

(II) Workshops Manager (aka. Workshops Maintenance Manager, Shops Manager) Workshops Manager is in charge of the followings and reports to the Aircraft VP Technical: 1. He is responsible for ensuring satisfactory completion and certification of all work

required by contracted operators/customers in accordance with the work specification (Work Order and approved MOE procedures),



DRAFT REVIS

ION

MOE




Page: 5 of 8

Revision: 02

Date: 16 Feb 2015


5. He is responsible for responding to quality deficiencies in the area of activity for which he/she is responsible, which arise from independent quality audits,


7. He is responsible for the implementation of the safety policy and human factor issues,

8. Coordination of the performance of component maintenance iaw scope of approved ratings and capability list,

9. Identifying the requirements together with the VP Technical and PPC Manager to be performed for the component maintenance,

10. Arranging the training program with the training department necessary for the staff under his supervision

11. Utilization of the materials, tools and equipment in suitable manner which will be required for the maintenance,

12. Performing component maintenance by the suitable staff using the accurate procedures with high quality standards,

13. Enabling the ease of access of the documents and data and updated for the staff under his supervision,

14. Keeping the component shops clean and tidy, 15. Recording and notifying any inaccurate, incomplete or ambiguous procedure,



(III) Line Maintenance Manager He is in charge of the followings and reports to the VP Technical. 1. Ensuring satisfactory completion and certification of all work required by

contracted operators/customers in accordance with the work specification (Work Order and approved MOE procedures),

2. Ensuring that the organisation's procedures and standards are complied with when carrying out maintenance,

3. Ensuring the competence of all personnel engaged in maintenance by establishing a programme of training and continuation training using internal and/or external sources,

4. Ensuring that all sub-contract orders are correctly detailed and that the requirements of the contract/order are fulfilled in respect of inspection and quality control,

5. Responding to quality deficiencies in the area of activity for which he is responsible, which arise from independent quality audits,

6. Ensuring, through the workforce under his control, that the quality of workmanship in the final product is to a standard acceptable to the organisation and EASA,

7. Implementation of the safety policy and human factor issues, 8. Coordination of the performance of maintenance of the aircraft, 9. Identifying the maintenance requirements together with the VP Technical and

PPC Management,

DRAFT REVIS

ION

MOE




Page: 6 of 8

Revision: 02

Date: 16 Feb 2015

10. Coordinating the training program for Line Maintenance personnel with the training department.

11. Utilization of the materials, tools and equipment in suitable manner which will be required for the maintenance,

12. Supplying maintenance by the suitable staff using the accurate procedures with high quality standards,

13. Enabling the ease of access of the documents and data and updated for the staff under his supervision,

14. Keeping the facilities clean and tidy, 15. Providing feedback to the Quality System about the services provided by

contracted Organisations, Subcontractors, 16. Availability of a working environment appropriate to the tasks being undertaken, 17. Availability of sufficient competent personnel to plan, perform, supervise, inspect

and certify the work being performed 18. Recording and notifying any inaccurate, incomplete or ambiguous procedure,



(IV) Production Planning and Control Manager (aka. PPC Manager) He is in charge of the followings: 1. Direction of the operations of the Production Planning Department 2. Providing of the required trainings of his staff, 3. Man-hour, material and tool planning for the maintenance, monitoring of the

maintenance and management of maintenance records during the maintenance process.

4. Coordinating with the other managements for supplying all kinds of materials which may be required for the scheduled maintenance,

5. Managing the non-routine work orders arisen during the course of the base maintenance.

6. Supplying the necessary technical documents for customers and storage of the organisation’s technical records,

(V) Engineering Manager - Airframe (aka. Engineering Manager - AF)

and Engineering Manager - Powerplant (aka. Engineering Manager - PP) These two positions are split of one single Engineering definition. Both Engineering managers are responsible from the same functions. The only distinction is the ATA chapters. The first is responsible for airframe and systems while the second is for powerplant systems and APUs. He is in charge of the followings:

1. To manage aircraft airframe systems engineering services as a technical service

supporting the company operations. 2. Help assessing maintenance packs for maintenance resources (tools, equipment,

manpower, material, etc.) 3. Airworthiness Directives assessment for the articles including store inventory 4. Requesting for new tools 5. Tool equivalency and alternate tools assessment

DRAFT REVIS

ION

MOE




Page: 7 of 8

Revision: 02

Date: 16 Feb 2015

6. Task effectivity assessment when needed 7. Structural damage measurement and evaluation 8. Request/prepare repair procedure when the repair procedure is not written in

technical data 9. Keeping repair procedure approvals 10. Engineering service on modifications 11. Help reporting defects 12. Handling Maintenance Data Inaccuracies and Ambiguities 13. Help handling work order & maintenance pack after maintenance 14. Controlling the technical records 15. Providing manhour planning and control aid 16. Issuing Engineering Orders and detailing jobcards when needed 17. Providing a common work card or worksheet system to be used throughout

relevant parts of the organisation and ensure such documents comply with 145.A.45.(e),

18. (VI) Planning Manager (aka. Maintenance Planning Manager) Maintenance Planning Manager is in charge of the followings and reports to the Post Holder. 1. Ensuring that all the work in Maintenance Planning Department shall be

performed on time and in compliance with the regulations and with this exposition,

2. Ensuring that all the personnel in his department gets the necessary training, 3. Inform VP Technical in case of additional MH requirement in order to transfer the

work to a contractor/ sub-contractor in case of shortage in man-power, 4. Archiving the maintenance records, (VII) Coordinator – Administration (aka. Technical Coordinator -

Administration) He shall be in charge of the following:

1. To direct and coordinate the requisition and supply system via his

undermanagement in line with other units as a technical services provider in the company

a. Supplying material, tool, equipment and technical services when asked b. Supplying documentation when asked c. Supplier control and subcontract control d. Handling rejects from receiving inspection e. Replenish stock level when minimums or critical levels are defined

2. To direct store systems to provide the company proper store services 3. To participate in legal processes of material disposition process for scrap 4. To employ staff adequate to fulfill all the duties of the organization, 5. To train and improve the capabilities of the staff, as necessary. He is also responsible for the followings: 6. Plan, develop and implement strategy for HR management and development

(including recruitment and selection policy/practices, discipline, pay and conditions, contracts, training and development, succession planning, morale and motivation, culture and attitudinal development and quality management issues)

7. Interviews and hires new staff; Coordinates employee performance evaluations; 8. Monitors and participates in employee relations activities within the organization;

DRAFT REVIS

ION

MOE




Page: 8 of 8

Revision: 02

Date: 16 Feb 2015

9. Approves facility maintenance / technical support requisitions; 10. Coordinates marketing services, organizing customer relations; 11. Plan and implement marketing strategy, 12. Monitor and report on market and competitor activities and provide relevant

reports and information; 13. Plan and manage internal communications and awareness of corporate direction,

mission, aims and activities; 14. Monitor and report on organisational development plans and achievements within

agreed formats and timescales; 15. Adhere to stated policies and procedures relating to environment, health and

safety, and quality management; 16. Monitor relevant training needs for staff individuals and organisation, in

consultation with departmental heads; 17. Ensure all training activities and materials meet with relevant organisational and

statutory policies, including health and safety, employment and equality laws; 18. Ensure that all necessary documents will be available to all related department,

to coordinate and take adequate precautions in order to make sure uninterrupted document availability.

19. Overall housekeeping activities management over facilities.

1.04.04 Responsible Level 3 for NDT Level 3 is responsible to: 1. Ensure that the applicable NDT requirements (e.g. 145.A.30.(e), EN4179, etc.) are met

and to act on behalf of the employer in this area; 2. Develop the procedures (e.g. MOE 3.11, written practice, NDT manual, etc.) for the

qualification and certification of NDT personnel; 3. Develop the procedures describing the specific technique(s) within each NDT method in

use by the Organisation (e.g. written practice, NDT manual, etc.)

1.04.05 Director – Quality Director – Quality has a role in managing the quality in terms of Onur Air Airline Operations which falls out of scope of EASA Part 145 operations of the Company.

DRAFT REVIS

ION

MOE




Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

1.05 Management Organisation Chart (*1) (*2) (*3) (*4) (*1) Filled boxes have Form 4. (*2) Nominees can be seen in MOE 1.03. (*3) Dashed line represents the Onur Air “Airline Operations” reporting. (*4) Shops function under Workshops MM including NDT.

General Manager

Quality Manager

Maintenance Manager - Base

Maintenance Manager – Line

Director – Quality

VP Technical

Maintenance Manager - Workshops

Engineering Manager - AF

Engineering Manager - PP

Coordinator - Administration

Stores Manager

Supply Manager

Facilities Manager

Documentation

Training

Accounting & Administration

Planning Manager

PPC Manager

DRAFT REVIS

ION

MOE

Subject: 1.06 List of Certifying Staff and Support Staff


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

1.06 List of Certifying Staff and Support Staff 1.06.01 Scope & Mapping of the Personnel Aircraft Maintenance Licences The company aircraft maintenance certifying staff and support staff are licensed in accordance with DGCA SHY-66 regulation which completely has the same requirements with the EASA Part 66. The privileges and limitations of the SHY-66 licence and EASA Part 66 licence are the same. SHY-66 licence categories are mapped to EASA Part 66 licence categories as follows:

SHY-66 Category EASA Part 66 Category

A A B1 B1 B2 B2 C C

The company component maintenance certifying staff and specialized services certifying staff are not necessarily licensed. The details and requirements of the CS and SS qualification and training process are given in MOE 3.04. 1.06.02 The Certifying Staff List Management CS/SS, who in fact has the responsibility for compliance with EASA Part 145 release of the articles maintained, is listed on the document CSLIST, which is managed electronically. The QA Manager is responsible for maintaining the list, making it current, and available for use by all employees. CSLIST needs to be approved by the authority every time it is revised with changes to the Certifying Staff or Support Staff. Each employee is responsible for notifying the QA Manager when becomes aware of any change in the personnel affecting the content of CSLIST. For each personnel listed in this document, a staff record file is managed as detailed in MOE 3.05.

DRAFT REVIS

ION

MOE

Subject: 1.07 Manpower Resources


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

1.07 Manpower Resources As specified in this section, the Company employs the groups and number of the personnel required to manage, plan, carry out, supervise and inspect the maintenance of aircraft and components, and quality monitor the organisation in accordance with the EASA Part 145 approval. As a policy, the Company employs or contracts competent (assessed iaw MOE 3.14), and sufficient (assessed iaw MOE 2.22) 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 organisational stability. In order to manage workload change, the Company prepares a personnel employment program according to predicted workload. For short term workload increases, either maintenance workforce is transferred within the company, or the demand is met by means of contracted personnel. Relevant departments have man-hour plans managed iaw MOE 2.22. CATEGORY # PERSONNEL

Base Maintenance 45 Shop Maintenance 15 Specialized Services 4 Line Maintenance 20 Quality (excludes part-time auditors) 7 Production Planning & Control 10 Technical Support Services 55

Engineering & Planning 25 Supply 5 Library & Documentation 3 Stores 10 Administration 10 Recordkeeping/Archieve 2

TOTAL 156 DRAFT R

EVISIO

N

MOE

Subject: 1.08 Facilities


Page: 1 of 4

Revision: 02

Date: 16 Feb 2015

1.08 Facilities The Company have a facility which is located in Istanbul Atatürk Airport and line maintenance stations as listed in MOE 5.03. The facility is composed of below described premises. 1.08.01 Base Maintenance Facilities (a) Hangar accommodation Hangar dimensions are (70m in length) x (70m in width) x (18 m in height). These dimensions give a 4900 m2 area of base maintenance space. The size of the hangar is suitable for one wide body and 3 narrow body aircraft. There is a plumbing system for compressed air, water and electrical power available inside and are located in various places. Under floor heating system is available in the floor to facilitate the work being carried out. The main doors of the hangar are sliding type and made by non-conductive material not to interfere with the navigation systems of the aircraft. Has suspension belt systems in the ceiling. Lighting, fire suppression, 115VAC/400 Hz electricity and compressed air systems are available. Floor is coated with epoxy in order to minimize the adverse effects of accumulated dust and other polluting materials on maintenance of aircraft, components and personnel. The annex building and management building is adjacent to hangar. Annex consists of workshops, main store, restrooms and offices. Workshops, tool room, restrooms, technical offices and stores are located on the ground level of Annex building. Total area of ground level of annex is 3350 m2. Stores has area of 1165 m2 (including mezzanine and separate sections). Tool room has area of 180 m2 (including mezzanine). Management, Quality, Production Planning, Engineering, Technical Training, Documentation offices and like are located in the annex. The total area of 1st flat of annex is 3350 m2. Facility layouts are shown in the section. (b) Specialized services workshops The NDT shop is the sole specialized service and shop is located on the ground level of the annex. (c) Environment There are manholes for drainage of waste water on the floor of Hangar and waste water discharge channels under the hangar. Facility water waste is integrated with the airport water waste system which high technology waste treatment systems in charge over the waste network. The control of wastes is described in MOE 2.24.08. (d) Office accommodations Offices are located in annex building next to the hangar. The offices in hangar were built to fulfill the needs of maintenance personnel. Quality, engineering production planning, technical training, documentation and management offices and like are located on the first floor in annex next to the hangar.

DRAFT REVIS

ION

MOE



Page: 2 of 4

Revision: 02

Date: 16 Feb 2015

(e) Stores Facility has main store and chemical store to accommodate related parts and materials. Main store and chemical store area has air conditioning and ventilation systems to achieve storage of the A/C components and chemicals. 1.08.02 Line maintenance facilities Line maintenance service is provided in terms of EASA Part 145 approval managed in the premises described below: (a) IST Line Maintenance Station Shares facility and sources in IST with Base Maintenance. (b) AYT Line Maintenance Station The station is based on the maintenance stations offices area of AYT Airport apron. Layout of the premises is described in this section. 1.08.03 Component maintenance facilities (a) Structural Repair and Composite Repair shops Structural repair and composite repair shops exist to support A/C Maintenance with structural repairs needed on wing and/or off wing in accordance with manufacturers’ approved procedures. It covers all equipment and special tools needed to accomplish these repairs. (b) Oxygen Shop Oxygen shop exists to fill oxygen cylinders needed in aircraft configuration in accordance with manufacturers’ approved procedures. It covers all equipment and special tools needed to accomplish these repairs. 1.08.04 Layout of premises Premises layouts are as follows:

DRAFT REVIS

ION

MOE



Page: 3 of 4

Revision: 02

Date: 16 Feb 2015

(a) Hangar and Annex Ground Floor

DRAFT REVIS

ION

MOE



Page: 4 of 4

Revision: 02

Date: 16 Feb 2015

(b) Annex above Ground Floor

(c) AYT Line Maintenance Office

DRAFT REVIS

ION

MOE

Subject: 1.09 Scope of work


Page: 1 of 3

Revision: 02

Date: 16 Feb 2015

1.09 Scope of work The Company performs maintenance of aircraft and aircraft components described below. Within the approval classes and ratings granted by EASA, the scope of work specified in the MOE defines the exact limits of approval. This scope of work is valid when the Company approval schedule exposes the scope of work as an attachment to EASA Part 145 Approval Certificate and as long as the Company remains enlisted as approved by EASA. The certificate and approval schedule is reachable through the Company MIS. The Company may not be liable of exposing those documents physically on the premises. 1.09.01 Aircraft Maintenance The Company performs maintenance of aircraft and aircraft components as described below. Rating TC

Holder Model Limitation (*1) Maintenance

Level Base Line

(*2)

A1 Airbus A319-110 A320-111 A320-210 A321-110 A321-210

A319/A320/A321 (CFM56) Up to and including C check

X X

A1 Airbus A319-130 A320-230 A321-130 A321-230

A319/A320/A321 (IAE V2500)

Up to and including C check

X X

(*1) As approved with A1 class rating means that the Company may carry out

maintenance on the aircraft and any component (including engines and/or APUs), in accordance with aircraft or component maintenance data, only whilst such components are fitted to the aircraft.

The Company may temporarily remove a component for maintenance, in order to improve access to that component, except when such removal generates the need for additional maintenance. In such specific cases authority approval is required unless the subject component is enlisted in the CAPLIST as referred in 1.09.03 AND the CAPLIST limitation permits this work on the component.

(*2) For the list of line maintenance locations, refer to 5.03 of this MOE. 1.09.02 Engine Maintenance Not Applicable.

DRAFT REVIS

ION

MOE



Page: 2 of 3

Revision: 02

Date: 16 Feb 2015

1.09.03 Component Maintenance The Company performs maintenance of aircraft components as described below. Rating ATA Designation P/N

C4 52 Doors – Hatches Refer to CAPLIST. C7 71, 78 Engine – APU C8 55, 57-40/50/60/70 Flight Controls C15 35 Oxygen C20 53, 54, 57-10/20/30 Structural The inspection, repair, modification, overhaul and test of the aircraft components in the above ratings and ATA chapters are performed in accordance with manufacturer’s component maintenance manuals and approved technical data. Above listed C class ratings mean that the Company may carry out maintenance on uninstalled components intended for fitment to the aircraft or engine/APU. The CAPLIST will specify the scope of such maintenance thereby indicating the extent of approval. The Company with the above listed C class rating may also carry out maintenance on installed components during base and line maintenance or at an engine/APU maintenance facility. 1.09.04 Specialized Services The Company provides non-destructive inspection services of aircraft and aircraft components as described below. Rating Limitation Designation

D1

Eddy Current Inspection (ET) Per Manufacturer Manuals and related ASTM

Liquid Penetrant Inspection (PT) Per Manufacturer Manuals and ASTM 1417

Ultrasonic Inspection (UT) Per Manufacturer Manuals and related ASTM

Magnetic Particle Inspection (MT) Per Manufacturer Manuals and ASTM 1444

1.09.05 Management of Class Ratings and Capability List (CAPLIST) In order to change class ratings referred to in 1.09.01 thru 04, an EASA Form 2 describing the change in the scope of approval is raised for EASA approval. Any change in the class ratings is subject to a quality audit when ratings augmented. Quality department will audit the Organisation in full for compliance with Regulation 2042/2003 and subsequent amendments in an extensive manner before EASA performs the audit. For an approval application, a statement signed by the QA Manager will be provided before the EASA audit takes place, confirming that documents, procedures, facilities and personnel subject to the application have been reviewed and audited showing compliance with all applicable requirements.

DRAFT REVIS

ION

MOE



Page: 3 of 3

Revision: 02

Date: 16 Feb 2015

The relevant audit report is provided by the Company to the authority allocated team leader without request. The CAPLIST referred in 1.09.03 is designed to expose

• Part Number, • Description, • Manufacturer, • Shop, • Rating Code, • Capability Limitations, • Reference of technical data (CMM or equivalent) for each individual component

maintenance capability.

CAPLIST is prepared by workshops manager, and approved by QA Manager subject to an audit in case the capabilities augmented.

DRAFT REVIS

ION

MOE

Subject: 1.10 Notification Procedure to the Authority

Regarding Changes


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

1.10 Notification Procedure to the Authority Regarding Changes (to the Organisation’s Activities / Approval / Location / Personnel Ref. 145.A.85) EASA approval is based on the management, organisation, resources, facilities and scope of work described in this Part 1 of the MOE as well as the procedures described in Part 2 thru 5. Any significant change therefore affects the conditions under which the approval was granted and has been allowed to continue. According to § 145.A.85 this section shows how the company will notify EASA of the changes. The company will notify EASA of any of the following changes before such changes take place, except that in the case of proposed changes in personnel not known to the management beforehand. These changes will be notified at the earliest opportunity:

1. the name of the organisation; 2. the main and addidional locations of the organisation; 3. the accountable manager; 4. any of the persons nominated under § 145.A.30(b); 5. the facilities, equipment, tools, material, procedures, work scope or certifying staff

that could affect the approval.

QA Manager is entitled for such notifications. Notification is performed prior to the intended implementation date and supported by means of an EASA Form 4 (for changes in nominated management personnel) and/or an EASA Form 2 (for the issue or change of the approval iaw § 145.A.15), accompanied by the relevant enclosures.

DRAFT REVIS

ION

MOE

Subject: 1.11 Exposition Amendment Procedures


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

1.11 Exposition Amendment Procedures (Including delegated procedures) The MOE, as its structure described in table of contents, is amended as necessary, to remain an up-to-date description of the organisation. This structure includes the subsequent documents, such as, list of certifying staff and capability list. QA Manager is responsible for keeping the MOE up-to-date and approved. For the purpose of keeping up-to-date, he is responsible for reviewing the MOE on a regular basis and amending if necessary, including the associated procedure manuals. The company personnel and managers are responsible for notifying QA Manager on required amendments to the MOE. QA Manager is responsible for reviewing the MOE iaw the regulations and requirements in case a change proposed. Changes specified in MOE 1.10, rectification of identified inadequacies and incompatibilities regarding current regulations may require MOE amended. MOE amendments are traced via issued revisions including a highlights section, detailing what is changed, within the list of amendments section of the MOE. Additionally a revision bar to the left hand side indicates that amendment. MOE revisions are classified dichotomically as minor or major. This classification will also be reflected in the list of amendments section for each revision.

A minor revision is an amendment which will not change the process and compatibility of the procedure with EASA requirements, such as editorial changes, grammatical changes, typos, reorganisation of the pages, revision of the distribution list, changing owners of the procedures, transferring of responsibility of a specific work from one department to another. A major revision is an amendment falling out of the minor amendment definition.

System sample forms are copied to MOE 5.01 together with registration numbers as specimens as defined in the company MIS (Lotus Notes Documentation System). In case a form is needed to be accessed as most current and accurate copy, user should refer to the company MIS. Revisions are approved by the Accountable Manager. The MOE and associated procedures must be approved by EASA. Calls for associated procedures within MOE parts and sections are identified in Document Interactions Matrix (DIMATRIX). Any change in MOE and the associated procedures shall become effective after EASA approval only. The MOE approval proof is attached to the Approvals section where approval signatories sign the corresponding revision approval. DRAFT R

EVISIO

N

MOE

Subject: 2.00 MAINTENANCE PROCEDURES


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

2.00 MAINTENANCE PROCEDURES This part covers sections on MAINTENANCE PROCEDURES.

DRAFT REVIS

ION

MOE

Subject: 2.01 Supplier Evaluation and Subcontract

Control Procedure


Page: 1 of 3

Revision: 02

Date: 16 Feb 2015

2.01 Supplier Evaluation and Subcontract Control Procedure 2.01.01 General Supply Manager is authorized to supply, contract and subcontract materials and services in case of requisition by the operations. 2.01.02 Suppliers Suppliers are classified as suppliers, contractors and subcontractors depending on the nature of their role in the company supply chain as follows. 1. Supply Manager supplies all types of aircraft/aircraft component materials used in the

company for airworthiness purposes from either of the following sources:

- OEMs (Original Equipment Manufacturers), - Part Manufacturing Approval (PMA) holders, - Distributors which ultimately approved by the OEMs or PMA holders, - Airlines, (customers/operators), - Stockists, Brokers, Retailers preferably which are ASA-100 certified. - Contractors (EASA Part-145 approved maintenance organisations),

2. Supply Manager contracts all types maintenance services on aircraft/aircraft components

used in the company for airworthiness purposes to either of the following sources:

- EASA Part-145 certificated maintenance organisations, - FAA or TCCA certificated repair stations which also have dual release capability in

terms of EASA Part 145 approval. 3. Supply Manager subcontracts processes and services on aircraft/aircraft components

during maintenance under a clear contract between customer/operator and the company to

- Non-certificated service providers.

2.01.03 Supplier Evaluation Process 1. Any supplier in 2.01.02 selected by Supply Manager is registered to MIS (Wings software

system “Vendor Maintenance” section) as an Approved Supplier List record (ASL). 2. All kind of quality documentation and certificates are also recorded to the same database

showing the validity data (dates, scopes and limitations). 3. All suppliers are evaluated once a year latest. Evaluations are performed in using MIS and

as result of this process an evaluated supplier either stays as approved or rejected depending on the evaluation results.

4. Evaluation result is dependent on incoming inspection pass performance, monitoring results

(either on-site audits or distance audits, if any), material discrepancy reports raised internally, etc.

DRAFT REVIS

ION

MOE


Control Procedure


Page: 2 of 3

Revision: 02

Date: 16 Feb 2015

5. If a supplier becomes rejected in the MIS, it automatically rejects any order (purchase,

repair, loan, exchange, etc.) issued, since all orders are put by the buyers using the same system.

6. Rejected and approved suppliers are visible to the personnel via MIS at any time. 7. In case a quality document or certificate of a supplier expires in one month period, MIS

automatically sends a notification to Supply Manager in order to let renewed certificate and records timely obtained and recorded to the MIS with the new validity data.

8. Whenever a contractor data is updated in the ASL, this information is disseminated to

Quality Manager in order to revise Contracted Organizations List (CLIST).

9. CLIST is revised in the MIS (Lotus Notes Documentation Module). 2.01.04 Subcontract Control and Extension of Quality System to Subcontractors Suppliers falling into categories defined in 2.01.02 Para 1 and Para 2 may not need quality system extension because of the airworthiness specifications and certifications they already have. However, subcontractors mentioned in Para 3 need extension of the quality system to provide services on aircraft/aircraft components during maintenance. This is achieved as follows: 1. Where the need arises to subcontract a process or a service (work), the user operations

department finds the appropriate subcontractors from the industry.

2. Upon decision on appropriate subcontractor, user checks if the subcontractor is enlisted in Subcontractors List (SCLIST) considering the work acquired.

3. If it is not listed, user informs both Supply Manager and Quality Manager. 4. Quality Manager, together with the representative(s) from the user department, audits the

subcontractor to determine its suitability for work. The audit should include, but not limited to, the following areas:

a. Capabilities, b. Quality system and approvals held, c. Organizational set-up and personnel including qualification, experience and

competencies, d. Tools and equipment, e. Housing and facilities, f. Documentation system and procedures, g. Safety considerations both in terms of SMS and EHS, h. Quality of finished products.

5. APPROVAL: Upon satisfactory assessment of the subcontractor, the Quality Manager

makes a decision whether to add that subcontractor to the SCLIST with properly explained scope of work approved.

DRAFT REVIS

ION

MOE


Control Procedure


Page: 3 of 3

Revision: 02

Date: 16 Feb 2015

6. When SCLIST is revised, it is disseminated within the company using MIS (Lotus Notes Documentation Module) in order to let Supply Manager and User become informed of the approval.

7. Whenever SCLIST is revised as above, Supply Manager updates ASL in the MIS (Wings

software system “Vendor Maintenance” section).

8. This SCLIST is maintained by Quality Manager. It will specify the scope of work for which the subcontractors have been approved.

9. User department must ensure that the work performed by the subcontractor meets the

following requirements:

a. All parts and materials used in process/service is procured from sources acceptable to the company and shall have traceability records. The company may supply the parts and materials where necessary.

b. A system of records of work accomplished is received from the subcontractors.

c. Only appropriately qualified personnel in the subcontractor is authorized to perform the work and certified for the work accomplished (certification here does not mean a CRS in terms of MOE 2.16, it covers appropriate signing for work performed.

d. User must ensure that the work remains in the approved scope of work as defined in the SCLIST.

10. For continuing assessment, the subcontractors are audited in accordance with MOE 3.01

and 3.02 procedures as appropriate. 11. Subcontractors with unsatisfactory performance will be required to provide corrective

actions in accordance with MOE 3.03.

DRAFT REVIS

ION

MOE

Subject: 2.02 Acceptance-Inspection of Aircraft

Components and Materials from Outside Contractors


Page: 1 of 9

Revision: 02

Date: 16 Feb 2015

2.02 Acceptance / Inspection of Aircraft Components and Materials from Outside Contractors 2.02.01 Introduction All incoming materials, including components, standard parts, raw materials, and consumables (in short “Material”) intended for use on aircraft or components maintenance are subject to an acceptance and a receiving inspection process. For the purpose of the above paragraph;

- Standard part is a part manufactured in complete compliance with an established industry, EASA or other government specification.

- Consumable material is any material which is only used once, such as lubricants, cements, compounds, paints, chemicals dyes and sealants etc.

- Raw material is any material that requires further work to make it into a component part of the aircraft such as metals, plastics, wood, fabric etc.

Once materials have been checked and accepted, they are located for storage in sections (Serviceable storage area, Unserviceale storage area) by store personnel. None of incoming material will be stored before inspection by the Receiving Inspectors authorized by QA Manager. This procedure covers details, roles and responsibilities in acceptance/inspection of aircraft components and materials. 2.02.02 Acceptance of Aircraft Components and Materials Materials intended for use on aircraft or components maintenance are accepted when the source is compliant to MOE 2.01 and inspected iaw 2.02.03. Material after acceptance is tagged and stored iaw MOE 2.02.04. Acceptance process generates records in company MIS (Wings system). Material certificates are digitized and kept as electronic copies in the company system. 2.02.03 Inspection of Aircraft Components and Materials The purpose of the inspection is to ensure that materials being accepted have

- required documents, - been verified to purchase order, and, - physical good condition.

This process is called as Incoming Inspection. An Incoming Inspection is performed by Incoming Inspectors, qualified iaw MOE 3.07. If the material conforms to all of the inspection criteria, it is accepted to the store and acceptance is recorded in MIS (Inventory Management Module in WINGS system) together with the Table 1 documents. Also records like copies of any kind of reports, invoices etc. are kept in Supply Department. For bulky items like engine, APU or landing gears, a special incoming inspection is performed on the received items by a B1 technician qualified iaw MOE 3.04. Such case generates additional records using the Form OT-205, “Special Incoming Inspection for Engine / APU / Landing Gears”. These are received in specified area, inspected for conformity and protected as required.

DRAFT REVIS

ION

MOE




Page: 2 of 9

Revision: 02

Date: 16 Feb 2015

If materials are not in compliance with the requirements for inspection, actions are recorded and reported to the customer. All relevant documents accompanying the materials are forwarded to Supply Manager for filing. (a) Documents check

- Materials intended for use on aircraft or components maintenance are accepted when they have respective documents described in Table 1.

- Component life data must be stated in the remarks column of the respective document described in Table 1 when it is a life limited part (LLP).

- PMA Parts can only be accepted if customer/operator permits so. - Component returning from a repair shop must have shop report enclosed. - Serial numbers (when applicable) must match with the respective documents

described in Table 1 and the other associated documents delivered. TABLE 1. ACCEPTANCE REQUIREMENTS Material Class Condition Document Source Limitation

Components New EASA Form 1 EASA Part 21 None JAA Form 1 NAA Part 21 issued prior to 28 Sep 2005 JAA Form 1 JAR 21 issued prior to 28 Sep 2004 FAA Form 8130-3 FAR 21 None FAA Form 8130-4 FAR 21 engines only, and issued prior

to 14 Apr 2010 TCCA Form One TC CAR 561 None TCCA Form 24-0078 TC CAR 561 issued prior to 30 Dec 2008

Other than new

EASA Form 1 Single Release

EASA Part 145 None

EASA Form 1 Dual Release

EASA Part 145 None

JAA Form 1 Single Release

JAR 145 issued prior to 28 Nov 2004

JAA Form 1 Dual Release

JAR 145 issued prior to 28 Nov 2004

FAA Form 8130-3 Dual Release

FAR 145 None

TCCA Form One Dual Release

TC CAR 571 None

TCCA Form 24-0078 Dual Release

TC CAR 571 issued prior to 30 Dec 2008

Standard parts, raw materials, and consumables

New Certificate of Conformity Issued by the manufacturer

Manufacturer

None

Certificate of Conformity Issued by the manufacturer and Statement from the supplier source

Third party (i.e. distributor, operator, maintenance organisation, etc.)

None

(b) Purchase order (PO) verification The inspection will ensure that all materials confirm to PO in;

- Designation, - Part number, serial/lot or batch number if applicable,

DRAFT REVIS

ION

MOE




Page: 3 of 9

Revision: 02

Date: 16 Feb 2015

o Part number and other identification data including serial number (when applicable) written both in the component, package and documentation, must be consistent with corresponding order records.

- Quantity, o Quantity must meet the PO. If the quantity received does not meet the order

quantity, information and approval of Supply Manager is needed. - Work status: new,inspected, modified, repaired, overhauled, - Delivery documents: Inspection report, Test report, etc. - Modification Standard and AD compliance (in case needed, Engineering is

consulted), - Airworthiness documents: EASA Form 1 or equivalent (ARC – Authorized Release

Certificate). - Materials being received are checked for the corresponding PO record on the

company MIS (Inventory Management Module in WINGS system). PO record must be in “AWAITING” status.

(c) Checks for physical condition

- Material must be in a good physical condition without any damage which may affect its proper usage and functioning. This must be checked before and after unpacking.

- Caps and plugs must be in. If not, a proper caps/plugs are installed. - Physical condition check may require ESD measures. Refer to 2.24.10 “ESD

Program”. (d) Checks for raw materials, consumables and standard parts On the package and/or within the documents accompanying to the material package;

- Material specifications must be identified - Manufacture date and place must be written - Manufacturer or supplier Lot/Batch number is required for traceability.

o Batch number must be on the original tag and incoming document or on the package.

- Part's storage conditions must be written - Material manufacturer and the supplier must be stated - It must be verified with Supply Manager that manufacturer of this part has approval

certificate/record that it can be installed on aircraft. - If the material is a chemical, It must have MSDS (Material Safety Data Sheet). If not,

supply manager is informed of the absence and obtained Certificate of Conformity must be used for standard parts, raw materials and chemicals. The information written on this document must prove that the part is airworthy. It must be verified with Supply Manager that manufacturer of standard parts has reference to a parts catalogue which is approved by national authority or has reference to a national or international parts catalogue. (e) Checks for frozen material that requires storage under -18°C In the case of materials used for composite repairs (e.g., Prepreg, resins, etc.), it is very important to pay special attention to materials which should be stored below -18°C, when receiving composite shop materials to the store. In this case, the following procedure applies for Incoming Inspector:

- The temperature recorder, which arrives with material and dry ice, is stopped and the material is put in freezer as soon as the material is received.

DRAFT REVIS

ION

MOE




Page: 4 of 9

Revision: 02

Date: 16 Feb 2015

o The temperature recorder can be stopped usually by pressing the “stop” button continuously. If the inspector is not sure how to stop the datalogger, he checks the internet for user manual for differing models.

- The inspector fills necessary data in Form OT-287 “Frozen Material Follow-up Sheet” using the following inputs:

o Report o Temperature datalogger

- Form OT-287 “Frozen Material Follow-up Sheet” should look like:

- To prevent undesirable fiber breakage and resin transfer on roll materials, rolls are stored by hanging appropriately. Don’t let rolls touch the ground.

- In order to prevent moisten on materials, all materials are stored in a moisture-proof bags.

- The materials should be stored below -18°C have shelf life and shop life. Shelf life of the material is the life limit in case of stored below the - 18°C. Shop life of the material is the life limit in case of stored at room temperature.

- The shelf life and shop life data are given to the staff who requests the material. - The supplier laboratory test results of materials used in composite repairs are taken

from the supplier for each batch number. - Keep the Form OT-287 “Frozen Material Follow-up Sheet” with material.

PN: VICOTEX 913/46 / G814NT Description: EPOXY RESIN CARBON PREPREG

31010C07 Quantity:

10 OCT 2014

30 DAYS

DATE/TIME

IN

-- 92 92 INTERTURBINE (report)

-- 33 125 INTERTURBINE (shipping)

18.05.2014 20:00 12 137 ONUR STORE

FROZEN MATERIALS FOLLOW-UP SHEET

Batch No/Lot No: 1 SM

Storage Shelf Life :

Shop Life at RT :

DATE/TIME

OUT

--

--

18.05.2014 08:00

Operator

Note:

RT Exposure(hrs)

SignatureAccumulative

Time

Form No: OT-287-Rev00-d

DRAFT REVIS

ION

MOE




Page: 5 of 9

Revision: 02

Date: 16 Feb 2015

(f) PMA parts PMA Parts can only be accepted if customer/operator permits so. In accordance with EASA Decision ED 2007/003/C, PMA parts received from the USA sources are acceptable in terms of EASA regulations only under the following conditions:

- The PMA part is not a 'critical component'. A 'critical component' is a part identified as critical by the design approval holder during the validation process, or otherwise by the exporting authority. Typically, such components include parts for which a replacement time, inspection interval, or related procedure is specified in the Airworthiness Limitations section or certification maintenance requirements of the manufacturer's maintenance manual or Instructions for Continued Airworthiness. In this case, the statement 'This PMA part is not a critical component' should be written in Remarks column of the FAA Form 8130-3.

- The PMA part conforms to design data obtained under a licensing agreement from the holder of the FAA design approval according to 14 CFR 21.303(c)(4) of the Federal Aviation Regulations. In this case, the statement 'Produced under licensing agreement from the FAA design approval holder' should be written in Remarks column of FAA Form 8130-3.

- The PMA holder can show that the part has received an explicit approval by means of a design change or STC from EASA or, when this approval was granted prior to 28 September 2003, from any of the National Aviation Authorities of the Member States of the European Union. In this case, the reference to this authorization should be seen in Remarks column of the FAA Form 8130-3.

(g) Suspected unapproved parts (SUPs) / bogus parts identification and

processing A suspected unapproved part (SUP) is a part that has doubts in having the below properties:

- Approved Design iaw Part 21 - Properly Produced iaw Part 21 - Properly Maintained iaw Part 145 - Properly Documented iaw Part 145.

Installation of SUP into aircraft/engine/component may possibly create an unsafe condition for the airworthiness and flying public and must be strictly avoided. It is policy to use only approved parts and to exercise best effort to protect the use of SUP during maintenance activities at all levels. For clarification purposes, examples for SUPs are as follows:

- Counterfeit, altered or fraudulently marked parts, components or materials. - Parts shipped directly by a manufacturer or distributor, who does not hold or operate

under the authority of a production approval holder (PAH) of the part or who does not have direct shipment authority from Type Certificate Holder,

- Scrap parts which have been re-manufactured to look new, - Life limited parts which have expired their life limit and reworked to look new, - Stolen parts with forged certification, - Parts manufactured for military customers which do not conform to civilian

airworthiness requirements, - Parts which have been maintained by a facility which does not hold a valid approval, - Standard parts which have been obtained from a non-aviation source and do not

meet regulatory requirements,

DRAFT REVIS

ION

MOE




Page: 6 of 9

Revision: 02

Date: 16 Feb 2015

- Parts which do not have acceptable certification documentation (EASA Form 1 or equivalent)

- Parts which have been removed from an aircraft/engine involved in a serious accident and have not been inspected, tested and/or repaired after the accident in accordance with the manufacturer's approved manual,

- PMA or DER approved parts for components, engines and/or aircraft manufactured by countries other than U.S.A.

- Production over-runs: Some manufacturers may produce parts for an aircraft manufacturer and may make more parts than ordered to compensate for rejects. Such excess parts may be sold in the market. Such parts are considered as unapproved since they have not been subject to the aircraft manufacturer’s quality system.

It is the responsibility of Supply Manager to order the product related parts/components from approved sources, vendors and distributers and systematically request the correct release documentation. This is also the best way to protect the organisation from the entry of SUPs into the system. Purchasing ensures the procurement of 'approved parts' from suppliers who have a documentation system, which ensures the traceability of parts to an EASA and/or FAA approved/accepted source. The Receiving Inspector checks the following areas as a minimum:

- Confirm the packaging of the part identifies the supplier or distributor, and is free from alteration or damage.

- Verify that the actual part and delivery receipt reflect the same information as the purchase order regarding part number, serial number, and historical information (if applicable).

- Verify that the identification on the part has not been tampered with (e.g. serial number stamped over, label or part/serial numbers improper or missing, vibro-etch or serial numbers located at other than the normal location).

- Ensure that shelf life and/or life limit has not expired, if applicable. - Conduct a visual inspection of the part and supporting documents to the extent

necessary to determine if the part is traceable to an approved source. - Evaluate any visible irregularities (e.g. altered or unusual surface, absence of

required plating, evidence of prior usage, scratches, new paint over old, attempted exterior repair, pitting or corrosion).

- Conduct random sampling of standard hardware packaged in large quantities in a manner which corresponds to the type and quantity of the parts.

If, after all investigations, the receiving inspector makes sure that the part is a SUP, this situation shall be informed to Quality Manager and Supply Manager and the part is quarantined. For the mechanics who install parts and/or components check for the features of the parts/components they install. Obviously, the installers, i.e., the mechanics, are the last protection point to prevent a SUP installation. If noticed discrepancies in the physical features such as the shape, colour, texture, etc., installers inform immediately their supervisor/manager, who shall notify QA Manager. Quality Auditors may also discover Suspected Unapproved Parts during audits in Maintenance Organisation.

DRAFT REVIS

ION

MOE




Page: 7 of 9

Revision: 02

Date: 16 Feb 2015

In this case, this situation is informed to the EASA and the Company. A Quality Alert Bulletin issued for the situation in order to inform organization of the situation. In any case a SUP research is performed using EASA Safety Information link

http://ad.easa.europa.eu/sib-docs/page-1 In case of any suspect, the part/component is transferred in quarantine area for decision. (h) Components received from customers for repair in the company shops Customer order is checked for the correct definition of the component. Further inspections are performed as Preliminiary Inspection by the shop personnel. (i) Modification standard or AD compliance For the components modification standard or AD compliance is doubted, the incoming inspector makes an inquiry to Engineering Manager. When an AD issued to a component, the Engineering checks the store inventory using the company MIS (Inventory Management Module in WINGS system). I any applicable component is detected, Engineering makes a request from the Supply who sends the component to a capable shop. The component, after shop visit, is accepted iaw the same acceptance and inspection procedure applies. 2.02.04 Tagging and Storage Procedure After Acceptance / Inspection (a) Tagging and identification of materials Tagging and identification of materials intended for use on aircraft or components maintenance after inspection and acceptance, is performed iaw Table 2. TABLE 2. TAGGING AND IDENTIFICATION OF MATERIALS Material Class \ Tag Designation

Serviceable Unserviceable

Components

Form OT-038 Serviceable / Unserviceable Component Tag Left hand side Green color

Form OT-038 Serviceable / Unserviceable Component Tag Right hand side Pink color

Standards parts

Form OT-035 Serviceable Parts Tag

NA

Raw materials

Form OT-035 Serviceable Parts Tag

NA

Consumables

Form OT-035 Serviceable Parts Tag (room temperature storage)

NA

Form OT-035 Serviceable Parts Tag (storage temperature between 0 and +4)

NA

Form OT-035 Serviceable Parts Tag (storage temperature between -18 and 0)

NA

DRAFT REVIS

ION

http://ad.easa.europa.eu/sib-docs/page-1

MOE




Page: 8 of 9

Revision: 02

Date: 16 Feb 2015

Tags are generated from the company MIS (Inventory Management Module in WINGS system). In case attaching a tag is not handy, not functional or impractical (e.g. in chemical cans, spray bottles, oils, grease cans, and consumables, raw materials and standard parts of similar nature), the sticker tags are used. After taging and identification of the material, it is recorded in the company MIS (Inventory Management Module in WINGS system) and stored iaw MOE 2.03. The materials in any case are stored in segregated area in the store. Recording in the company MIS (Inventory Management Module in WINGS system) and tagging and identification of the material contains any life limit or storage limit information when applicable. (b) Quarantine procedure If any discrepancy is detected during the inspection iaw MOE 2.02.03, the material is taken to the Quarantine iaw MOE 2.02.04.

- non-conformance in required documents, - mismatch/disagreement/ambiguity/uncertainty with the PO data, - damage/harm/loss/defect etc. in physical condition.

In such case,

- the quarantined material is reported to Supply Manager, - photographs are taken in a way that the discrepancy documented evident, - Quarantine Tag (OT-246) is attached to the item - the item quarantine is indicated in MIS (Inventory Management Module in WINGS

system). - The item is transferred to the Quarantine Store and called as Quarantined Item. - A Quarantined Item is subject to elimination of discrepancy(ies) and after elimination

the item is re-processed iaw MOE 2.02. Under no circumstances will the material in quarantine be used in the maintenance. 2.02.05 Acceptance / Inspection of Components from Internal Sources Such material is accepted to store with the companyy MIS (Wings System) and records are updated by the receiving inspector. (a) Return of defective aircraft components from maintenance to store For return procedure of defective aircraft components from maintenance to store, refer to MOE 2.19. (b) Return of aircraft components from internal component shops after shop

maintenance release Each component maintained is required to be release to service with EASA Form 1. For the process of acceptance and inspection of such items to store the same procedure applies with the ones received from external sources. (c) Components removed serviceable from aircraft

DRAFT REVIS

ION

MOE




Page: 9 of 9

Revision: 02

Date: 16 Feb 2015

As the company procedure, the components removed serviceable from the aircraft, an EASA Form 1 is issued iaw MOE 2.16. For the process of acceptance and inspection of such items to store the same procedure applies with the ones received from external sources. (d) Return unused For the material returned due to any other reason that it is not used in the maintenance process at all (because of excessive drawal more than required by mistake, cancellation of the task before performing, planning change in the workscope, kit, material, etc.), Returned to the store as like “Return Serviceable” just if it’s not used it will be stated in return form by technician, so that the part status remains not changed. “Material Return Form” (OT-107) will be filled for store use. This means returning material is in the same serviceable condition as it is delivered from the store. Such material is accepted to store with the company MIS (Inventory Management Module in WINGS system) and records updated by the receiving inspector. 2.02.06 Acceptance / Inspection of Internally Fabricated Parts For acceptance and inspection of internally fabricated parts, refer to MOE 2.09.01.

DRAFT REVIS

ION

MOE

Subject: 2.03 Storage, Tagging and Release of Aircraft

Components and Materials to Aircraft Maintenance


Page: 1 of 3

Revision: 02

Date: 16 Feb 2015

2.03 Storage, Tagging and Release of Aircraft Components and Material to Aircraft Maintenance 2.03.01 Introduction This procedure describes the handling of all incoming parts intended for use on aircraft. All parts and materials stored must be preserved in accordance with the manufacturer’s recommendations or standard procedures. The Company has secure storage facilities for components, equipment, tools and materials that ensure segregation of serviceable components, materials from unserviceable components, materials, equipment and tools. Access to the storage facilities which is provided for aircraft component and/or parts, equipment, tools and material are restricted to authorized personnel. 2.03.02 Responsibility It is the responsibility of the Stores Personnel to receive parts into Stores. Store personnel are responsible for segregation, identification of parts to assure those parts do not become contaminated with foreign matter and that only serviceable parts are supplied to aircraft and maintenance staff. Store personnel are also responsible for proper issuance and rotation of stock to prevent the expiration of shelf life. 2.03.03 Procedure 2.03.03.01 Storage Conditions All flammable materials must be stored in a separate room adequately equipped with fire extinguishing system. Bulk supplies of flammable fluids must be stored as specified by the national regulations. The quantitiy of flammable material stored in the shops and hangar must be kept to a minimum and must be stored in closed metal cabinets marked and identified as required. Material requiring special storage conditions shall be stored in a manner which meets manufacturer’s requirements. All electrostatic sensitive devices shall be handled iaw MOE 2.24.10 “ESD Program” and manufacturer’s instructions. Unserviceable parts must be kept separate from serviceable parts. All parts must be protected from water, fire, dirt, theft etc. Refer to TPM-DPO 2.3A “Storage and Release of A/C Materials” procedure for detailed storage methods applied in stores. Refer also to TT-BKM 2.3 “The Storage Methods of the Parts Removed from the A/C in Hangar” procedure for storage methods of the parts which are removed from the aircraft in hangar during base maintenance. 2.03.03.02 Handling, Tagging and Identification of Parts All stored components and parts are correctly identified with serviceable / unserviceable tag. Uncertain, suspected parts and components are stored in quarantine room until their condition is determined.

DRAFT REVIS

ION

MOE




Page: 2 of 3

Revision: 02

Date: 16 Feb 2015

The tags are attached to the parts / components after inspection. All rejected and suspected parts are placed in quarantine area. All removed parts waiting for maintenance are identified with unserviceable tag and placed in unserviceable store to provide segregation from serviceable ones and to be protected as necessary.

Similar consumables that come in at different dates are tagged and stored separately and have separate tags showing receiving dates on it. Handling and shipment of dangerous goods is accomplished in accordance with applicable ICAO and IATA Dangerous Goods Regulations. Some chemicals are hazardous for the health of the user. For that reason, they should be handled in accordance with the instructions provided by the manufacturer’s Material Safety Data Sheets. When an equipment is withrawn from the stockroom the stock is properly updated. No part/component can be put into stores and/or seperately delivered to a customer without a valid certificate.

Refer to TPM-DPO 2.3A “Storage and Release of A/C Materials” procedure for more details.

Refer also to MOE 2.02.04 “Tagging and Storage Procedure After Acceptance / Inspection”. 2.03.03.03 Stock Release of Parts/Components and Materials Any component, part or material released from store for use in aircraft shall be in serviceable condition. Information on Remarks column of ARC is made available on Serviceable/Unserviceable Component Tag in order to let the certifying staff know vital airworthiness related information which may need appropriate and necessary actions.

When parts, components or materials are delivered from the store for maintenance purposes, Release From Stock Report is issued and stock is updated accordingly.

When a serviceable part is installed on aircraft, the technician replacing the component, on completion of the installation, fills in:

• The serviceable section for the component installed (aircraft registration, position, date)

• The unserviceable section with all pertinent data from the removed component.

The removal/installation data is recorded on the MIS.

Refer to TPM-DPO 2.3A “Storage and Release of A/C Materials” procedure for detailed methods on Issuance and Returning of Aircraft Materials.

DRAFT REVIS

ION

MOE




Page: 3 of 3

Revision: 02

Date: 16 Feb 2015

Under no circumstance, an equivalency, interchangeability, interreplaceability or intermixability information coming from Wings system database is acceptable unless it is verified by approved maintenance data for any material intended to be released for the maintenance. 2.03.03.04 Control of Shelf Life Limit

Shelf life limited material defined according to manufacturer recommendation, and shelf life limits are written on serviceable tag after incoming inspection by the authorised personnel. Shelf life control, proper issuance and rotation of stored parts are also responsibility of the store personnel. In order to prevent shelf life expiration, the material that has a shelf life shall have a special label that shows the expiry date on it. Store personnel checks the shelf lives every month during inventory check. Supply Manager requests at all times the MSDS for the hazardous material from the supplier. The MSDS is kept in a close and continuous reach of the personnel. For materials with shelf life, during receiving inspection, a Shelf-Life Sticker indicating the expiration date of material is attached to each container. Store Personnel generates a monthly list of shelf lifed materials within 30 days to expiry for review. 2.03.03.05 Unsalvageable / Scrap Components and Parts The following types of components are classified as unsalvageable or scrap;

• Components/parts with non-repairable defects, unless a repair solution has been approved according to EASA Part 21.

• Components/parts that do not meet the design specifications, and cannot be brought into conformity with such specifications,

• Components/parts subjected to unacceptable modification or rework that is irreversible,

• Certified life-limited parts that have been reached or exceeded their certified life-limits, unless these limits have been extended by an approved procedure,

• Components/parts with missing or incomplete records, • Components/parts that cannot be returned to airworthy condition due to exposure to

extreme forces, heat or adverse environment, • Components/parts for which conformity with the acceptable Airworthiness Directive

cannot be accomplished. • Components/parts for which maintenance records and/or traceability to the

manufacturer cannot be retrieved.

Unsalvageable component is not allowed to re-enter the aviation supply system unless a solution has been approved in accordance with Part-21. Unsalvageable parts are returned to the customer. For this purpose, scrap parts are processed iaw MOE 2.24.09, Scrapping of Parts Procedure.

DRAFT REVIS

ION

MOE

Subject: 2.04 Acceptance of Tools and Equipment


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

2.04 Acceptance of Tools and Equipment This procedure describes the acceptance of new, maintained, modified, and calibrated tools/equipment received including loaned tools. This procedure also describes the appraisal of suppliers taking role in these processes. 2.04.01 Tools and Equipment Availability Policy All tools and equipment required by the applicable maintenance data are permanently available in sufficient quantities except for the following:

.a Tools and equipment infrequently used may be loaned.

.b Tools and equipment necessary for contracted/subcontracted work. 2.04.02 Acceptance The company purchases, loans and accepts tools and equipment which are incuding the loan returns to ensure that they comply with the required specifications as follows: Condition Acceptance Document

Original Certificate of Conformity Alternate Certifying documents as referred in

Procedure TPM-MUH 2.6 “Tool Equivalency Assessment” 2.04.03 Incoming Inspection During Incoming Inspection for tools and equipment, the followings are applied by the tool shop:

• Visually inspected, • Calibration requirements checked, • Having acceptance documents defined in MOE 2.04.02, • Checked for compliance with purchase order, • User/Instruction Manuals are referenced in Wings System, • Maintenance Inspection Program of item is entered in the Wings System, • OT-180 Serviceable Tool Tag is issued with a unique tag number, • Transfers to tool/equipment dedicated shelf/storage area, • Fills in a Form OT-006 Tool Acceptance and Registration Form to construct a record

of this acceptance process. A tool/equipment then, is identified with its [Tool Number] + [Tag Number] written on OT-180 tag. If calibration is required for a tool/equipment, ID number has a “TC” prefix. If calibration is not required, ID has a “TO” prefix. A tool/equipment when scrapped, lost or sold is subtracted from inventory. In these cases ID number of such tool is not assigned to another one. An alternate tool/equipment is processed in accordance with Procedure TPM-MUH 2.6 “Tool Equivalency Assessment” before use.

DRAFT REVIS

ION

MOE

Subject: 2.04 Acceptance of Tools and Equipment


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

The tool/equipment failing in above process is quarantined. A quarantined tool/equipment is kept in a segregated area and cannot be delivered to user. Wings System is designed to block the delivery of such tool to production. When calibration required tool/equipment is received, the following documents are also required:

• Calibration Certificate • Calibration Label of calibration agency

An OT-137 label, that indicates the next calibration date, is attached on the tool by Incoming Inspector beside the Calibration Date Label attached by the Calibration Laboratory. Refer to procedure MOE 2.05 Calibration of Tools and Equipment for details of the calibration process and documentation.

DRAFT REVIS

ION

MOE

Subject: 2.05 Calibration of Tools and Equipment


Page: 1 of 3

Revision: 02

Date: 16 Feb 2015

2.05 Calibration of Tools and Equipment This section describes the procedures related to the controls, revisions, modifications, checking and calibrations of the tools/equipment, so called Time Controlled Tools and Equipment (TCTE). TCTEs fall into two classes:

1. Class 1 items. Those with relatively more effect on airworthiness such as measurement tools (torquemeters, manometers, multimeters, etc.), or equipment (air data tester, etc.). These are subject to a calibration program. Such items are sub-assemblies of tools and equipment which do not require calibration.

2. Class 2 items. Those with relatively less effect on airworthiness and relatively more effect on health and safety such as self-powered industrial vehicles (SPIV) (cherry pickers, elevating scissors, forklifts, ride-on scrubber/dryers, etc.), wheeled equipment (washing cart, compressor cart, etc.), axle jacks, access platforms, slings and others. These are subject to a maintenance-inspection program.

Refer to MOE 2L.02 for management of Ground Support Equipment (GSE) in line maintenance. Responsibility of keeping inventory of all GSEs belongs to Facility Maintenance Manager. It is the company policy to ensure that ‘Expired’ TCTEs are withdrawn from service prior to due date and re-lifed prior to further use. This section covers Class 1 items. Maintenance instructions of Class 2 items in base and workshop maintenance are prepared iaw TT-BKM 2.6A, Equipment Instructions. 2.05.01 Inspection, Servicing and Calibration Program & Responsibility Inspection, Servicing and Calibration Program is managed by Tool Store. Responsible person for the tool store is Tool Store Chief who reports to Base Maintenance Manager. Calibration is outsourced to accredited shops and calibration records are kept in the tool store. These items may also need maintenance-inspection as well as calibration. Form OT-259 “Maintenance Follow Up” is used to trace and register such processes. The tool store staff is responsible for: • Periodic testing, acceptance and incoming inspections following calibration. • Maintaining a database of tools and equipment. • Ensure that calibration intervals are kept. • Condition check prior and after use. Tools must be calibrated in the following cases: • When calibration is due. • When evidence of damage identified. • Where there is doubt as to their accuracy.

DRAFT REVIS

ION

MOE



Page: 2 of 3

Revision: 02

Date: 16 Feb 2015

2.05.02 Register and Follow-Up These items are registered in the company MIS (Wings System-Tools Module). A Tool Calibration Expiry Report is produced and issued on a periodic (monthly) basis in the tool store. This report lists all items due for calibration within a specified period. It may also include overdue items. Register is regularly printed from the company MIS (Wings System-Tools Module) and this printout is kept in the tool store in order to ensure business continuity until the system becomes available in case of prolonged or unscheduled failure of MIS (Wings System-Tools Module). Form OT-008 “Calibration Control Card” is used to control calibration history of such items. These forms are maintained in the tool store for such items. These forms, can be printed out from the company MIS (Wings System-Tools Module). Every last week of the month, tool store staff determines the tools expiring in next month and reports this to Base Maintenance Manager who is responsible to follow up the calibration of subject tools. 2.05.03 Establishment of Calibration / Maintenance-Inspection Periods Calibrations shall be made to an officially recognized standard at a frequency to ensure serviceability and accuracy. Calibration intervals are determined by the tool store chief based on accuracy, purpose and degree of usage (providing that not exceeding 12 months). This interval is normally recommended by the manufacturer and is usually 1 year. When there is no data by the manufacturer, the interval may be determined by officially recognized standards and Quality Manager’s judgment. 2.05.04 Acceptance and Incoming Inspection Requirements This is performed by an authorized incoming inspector in the tool store with training on measurement and calibraion. Tool or equipment sent out for calibration must be returned with a calibration certificate and in addition to the provisions mentioned in MOE 2.04, items received with calibrations shall be traceable by its certificate. A calibration certificate is the sole evidence that tool or equipment meets metrologic characteristics required for its use in the maintenance operations. Certificate should be interpreted for these attributes.

1. A calibration certificate must contain instrument identifiers (description, instrument device and type, serial number, calibration date etc.) in order to match with the correct tool equipment calibrated.

2. A calibration certificate must contain as an identifier that the calibrating organization is accredited. A copy of certificate is kept in the tool store. Accredited means, a service provider is accredited either by

o Turkish Accreditation Agency (TURKAK) which is full member of European Cooperation for Accreditation (EA), or,

o an agency which is full member of EA. 3. A calibration certificate must contain what standard the item is calibrated.

A list of applicable calibration standards should list what calibration certificate is justified.

DRAFT REVIS

ION

MOE



Page: 3 of 3

Revision: 02

Date: 16 Feb 2015

4. A calibration certificate must contain measurement values in order to assess acceptable uncertainities.

2.05.05 Identification & Due Dates for TCTEs & Servicing / Calibration Each calibrated item has a prefix and a unique identifier as “TC” and a number in the format of “99999”. Example: TC00280, TORQUE WRENCH. Identification is ensured via Form OT-180 “Serviceable Tools Tag”. Calibration due is traced via the company MIS (Wings System-Tools Module). An identifier is attached to the item as Form OT-137 “Next Calibration Label”. The expiry date recorded in the system is expressed in (dd/mm/yyyy), normally a year later the date of calibration as recorded in the calibration reports and the company MIS (Wings System-Tools Module), while the date on the labels indicate (mm/yyyy). Users must be cautious on what due label indicates. When being in the indicated month (mm) and when become in doubt, user technician must refer to the tool store records. 2.05.06 Management of Personal or Loaned TCTE No personal item is allowed for use in the company. No item is loaned or used if controls, revisions, modifications, checks and calibrations due. Items becoming overdue are immediately returned to the originator.

DRAFT REVIS

ION

MOE

Subject: 2.06 Use of Tooling and Equipment by Staff


Page: 1 of 3

Revision: 02

Date: 16 Feb 2015

2.06 Use of Tooling and Equipment by Staff This procedure describes the management of tools and return after use. 2.06.01 Distribution of Tools The tools and equipment are issued from the tool store to a specific work order with the registration number of the user through Wings System where the records are retained. Tool store also records the date and A/C tool will be used on. 2.06.02 Determining Tool Serviceability Prior to Issue Once the tool or equipment is issued from the tool store, the user performs an initial inspection as follows before he uses it;

• inspects the Serviceable Tool Tag OT-180 • inspects the identification label so that it is registered in the company tool store • inspects the fiche OT-278 Release From Tool Store if it has a recorded defect that

would limit the tool’s capabilities and acts accordingly if any • if the identification label has an identification number prefixed with “TC”, then;

o the user checks if it has OT-137 Next Calibration Label and proves the validity of calibration

• performs a physical inspection of the tool or equipment • if any discrepancy is detected OT-279 Nonconformity Declaration Form is filled and

the tool is returned without use. 2.06.03 Training and Control of Personnel in the Use of Tools and Equipment Personnel are trained in case a specific tools/equipment must be used. This training may be received from external sources in a specific equipment case (like borescope), as well as internally training the technical personnel in simpler tools. Maintenance Manager is responsible for providing the trainings to the personnel when considered necessary in justification with technical data. 2.06.04 Personal Tool Control and Technician Tool Boxes (a) Personal Tools Usage Usage of personal owned tools and equipment is not allowed. (b) Technician Tool Box Control Aircraft Technician tool box containing small tools of regular use, are issued to each technician as detailed below.

• Tool Store is responsible for kitting, issue and control of tool boxes. • When tool box content is augmented with additional ad-hoc items, it is delivered to

the tool box by the tool store by listing in the Form OT-256 “Technician Tool Box Additional Content List”.

• Each tool box is marked with a unique tool box number for control and accountability. • Tool box number is marked on all tools as well. • Each tool box has a contents list duly signed by the Technician using Form OT-150

“Technician Tool Box Counter Ticket Form”. Master copy of the list is retained in Tool Store.

• A list containing details of each tool box content is maintained in Tool Store.

DRAFT REVIS

ION

MOE



Page: 2 of 3

Revision: 02

Date: 16 Feb 2015

• Technicians are issued with a tool box on joining the company. There may be a toolbox replacement for several reasons and the process is the same with issuing a new tool box in such cases.

• No tool box is handed over to another technician than the owner. • The individual Technicians are responsible for correct use, accounting, maintaining

tool box ID mark and upkeep of tools held in tool box. • Each staff holding tool box must check his own tool box discipline once a month. • Quality auditors are to check of tool box contents on a regular basis in every audit

opportunity. (c) Tool Lost Procedure In case of loss (a lost tool is considered lost within aircraft/aircraft component and constitutes safety issue):

• The Technician fills Form OT-294 “Missing Tool Form” and informs Supervisor or Boardman.

• Supervisor or Boardman is to carry out immediate investigation and inspection on related working areas prior to aircraft release.

• If needed, Supervisor or Boardman forms a team of personnel to eventually find the lost tool.

2.06.05 Loan Tool Control Due to below listed circumstances, the tools that are not in the inventory can be loaned.

• Tools of whose supply takes long time period in case of purchasing, • Tools which should be used rarely, • Non-Availability of the staff that has necessary training and authority in the company

to use the special tool. The staff to use this special tool, in this last situation, will be supplied along with the tool as well. Loaned tools are assigned a tool number with prefix “TL” written in OT-180 Serviceable Tool Tag. 2.06.06 Defective Tool Control If a defect is detected during use of tools by staff, it is reported to the Tool Store by filling Nonconformity Declaration Form OT-279 while the tool is returned to Tool Store for review and processing by tool store staff. This information is entered on the Wings System immediately when the tool is received back from the user. Whenever this tool is intended to be released to another user, an OT-278 “Release From Tool Store” fiche exposes the defect to this user as recorded in Wings. If a calibration controlled tool is confirmed as defective or found out of limits per calibration report, following procedure is applied;

- Tool store staff withdraws subject tool from service, prepares an unserviceable label and puts to quarantine area and tags the tool with Form OT-246 Quarantine Tag. Then staff prepares a list that indicates the dates, registration of the a/c and work order number that this tool used on since last calibration date in order identifies usage records.

- Usage records are investigated by a task force contributed also by PPC and Planning for assessment of affected tasks.

DRAFT REVIS

ION

MOE



Page: 3 of 3

Revision: 02

Date: 16 Feb 2015

- PPC department arranges re-accomplishment of the tasks immediately. 2.06.07 Use of alternate tools Use of alternate tools may become inevitable when aircraft manufacturer/OEM recommended tool or equipment is unavailable and the Company remains unable to supply in required timeframe. The use of alternate tools has been established by major aircraft manufacturers (Airbus, Boeing, etc), and the original equipment manufacturers (OEMs). Major aircraft manufacturers (Airbus, Boeing, etc.) allow the use of alternate tools and equipment throughout AMM procedures (Airbus AMMs Front Matter/Introduction, Boeing introduction to AMM Part II (Practices and Procedures) and the Tools/Equipment sections). OEMs such as airplane component suppliers allow the use of alternate tools and equipment in the Testing and Fault Isolation and Special Tools, Fixtures, and Equipment sections of their CMM. An alternate tool is subject to an equivalency assessment process before its use. Refer to TPM-MUH 2.6 Tool Equivalency Assessment procedure for details of the process. For NDT tools, in case of a definition stated about alternate / comparable tooling usage in reference documents, equivalence assessment is processed iaw NDT Manual TPM-BKM 3.11.1.

DRAFT REVIS

ION

MOE

Subject: 2.07 Cleanliness Standards of Maintenance

Facilities


Page: 1 of 2

Revision: 00

Date: 09 Oct 2014

2.07 Cleanliness Standards of Maintenance Facilities 2.07.01 General Cleanliness of the Company is provided in accordance with PART 145 requirements in order to prevent its adverse effect on aircraft, component and maintenance personnel. 2.07.02 Scope Cleanliness of the company Hangar, Workshops, Offices, Stores, Lavatories and Corridors are covered by this procedure. 2.07.03 Responsibilities The responsibilities of cleanliness of technical management offices belong to Coordinator – Administration. The responsibilities of cleanliness of hangar, mezzanine offices, and ground flat offices, corridors, lavatories, stores and aircraft maintenance areas belong to Facility Manager. Shop supervisors are responsible for the cleanliness of component maintenance workshops. Store Manager is responsible for the cleanliness of Stores. 2.07.04 Procedure 2.07.04.01 Cleanliness of Hangar Hangar has door and epoxy based floor coating in order to minimize the adverse effect of accumulated dust and other pollutive materials on maintenance of aircraft and components and personnel. Hangar surface is cleaned by using the battery powered equipment at least twice a week according to Cleaning Plan (Ground Flat & Hangar). Garbage is picked up regularly by cleaners at least once a day. All wastes produced within the maintenance organization must be handled according to safe and best practice principles with regard to responsible environmental practice. 2.07.04.02 Cleanliness of Workshops Workshop personnel keep clean workshop and working areas each working day. Cleaning personnel sweeps and mat the workshop floor according to Cleaning Plan (Ground Flat & Hangar). 2.07.04.03 Cleanliness of Stores Store floor, racks are cleaned by store personnel properly. And additionally Store floor is swept and matting made by cleaners according Cleaning Plan (Ground Flat & Hangar). Air conditioners are kept effective and running to prevent dust accumulation.

DRAFT REVIS

ION

MOE

Subject: 2.07 Cleanliness Standards of Maintenance

Facilities


Page: 2 of 2

Revision: 00

Date: 09 Oct 2014

2.07.04.04 Cleanliness of Tool Rooms Tool room floor, racks, and tools are cleaned by store personnel properly. Additionally Store floor is swept and matting made by cleaners according to Cleaning Plan (Ground Flat & Hangar). Measuring tools and special equipment are kept in boxes. Tool room Supervisor is responsible from cleanliness of tool rooms. 2.07.04.05 Cleanliness of Offices, Toilettes, Stairs, and Corridors Toilettes, stairs, and corridors on ground flat and mezzanine are swept and matting performed according to Cleaning Plan (Ground Flat & Hangar). Cleaning of Toilettes, stairs, and corridors on 1st flat is made according to Cleaning Plan.

DRAFT REVIS

ION

MOE

Subject: 2.08 Maintenance Instructions and

Relationship to Manufacturer’s Instructions Including Updating and Availability to Staff


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

2.08 Maintenance Instructions and Relationship to Manufacturer’s Instructions Including Updating and Availability to Staff This section explains the management procedure of the technical documentation for continuing airworthiness of the aircraft and components as per Part 145.A.45(a), (b), (c), (d), (e), (f), (g) and AMC 145.A.(b) 1, 2, 3, 4, 5, 6, (c) 1, 2, (d), (f) 1, (g) 1, 2, 3. Documentation Department ensures that all necessary maintenance data (AMM, IPC, WDM, ASM, SRM, CMM, NDT manuals, etc.) is provided from either the manufacturer or the customer, and only applicable and current maintenance data is kept in the system and made available for the use of the maintenance organisation during any maintenance work, including modifications and repairs. In case of maintenance for a customer or an operator, in addition to the maintenance data, the appropriate sections of the operator’s maintenance schedule, associated SBs, SILs, supplementary structural and corrosion inspection documents, CDCCL and EWIS items, any other TC or STC specific document, as necessary as per the scope of the work shall be taken from the customer and held in the system. Acquisition and incorporation of such documents is managed by the PPC Manager. In either case, any maintenance data necessary for the accomplishment of the work on an aircraft, is made reachable by IT Department in the close proximity of the aircraft and number of terminals shall be enough as compared to the size of the work. These data is revised every time when the manufacturer or customer issues a revision. For this purpose Documentation Department performs periodic check of these data with the manufacturer (or any source for the data) publication records. It is unrealistic that work-cards are revised in real time, making these data available when the work is in progress. Because of this, the company defines a timing for the updating of work-cards vs. revision of maintenance data like AMM or CMM. Also, in fact, the maintenance instructions issued by manufacturers as defined in 145.A.45(d) are not mandatory approved data and the routine revisions of AMM /CMM are not the means to communicate real safety issues. As a consequence it is permissible to revise work-cards in not less than three months, by the date of the revision (not by the receiving date into the Company). Refer to MOE 2.10 for the provisions on complying with the maintenance program of the customer/operator. During the same maintenance input, the set of work-cards used remains at the same revision status, to avoid any inconsistency. Documentation Department makes these data available when the work is in progress and Planning (or Shop Management in case of component maintenance) keeps the maintenance records as well as associated maintenance data iaw MOE 2.14. Engineering provides service information publication (AD, SB, AOT, SIL, OIT, etc.) from the relevant Authority or Manufacturer, as necessary for the accomplishment or the release of the work performed. Engineering may also issue Engineering Orders, when necessary, for the work to be performed as per a service information publication or a maintenance data, paying special attention to specific concepts of CDCCL and EWIS. Shop Action Order (SHA) SHA documents preparation responsibility using technical data (CMM, etc.) belongs to Workshop Maintenance Manager. Workshop maintenance is run iaw TPM-ATL 1.9.2 Shop Action Flow procedure.

DRAFT REVIS

ION

MOE

Subject: 2.08 Maintenance Instructions and

Relationship to Manufacturer’s Instructions Including Updating and Availability to Staff


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

All kind of company technical procedures, processes, instructions are subject to the approval of QA Manager. These procedures are reachable by each person in the organisation via the company MIS, where they are presented with their latest controlled and approved amendments. Unless provided by the customer, the work cards and/or any associated maintenance data necessary for the accomplishment of the work (such as AMM procedures, detailing disassembly/access, accomplishment, assembly/close-up and tests), is provided by PPC by using the applicable and current maintenance data, including the necessary notices for CDCCL and EWIS items. These shall be made available to Maintenance Department who shall then perform the work. Any data prepared and kept as softcopy is secured against unauthorized usage and alteration and recorded in a back-up electronic database within 24 hours following the entry. Where applicable, the First Article Inspection is performed by Engineering (or a delegated Engineer of the maintenance organisation) in order to verify and validate a modification or inspection that is performed on an aircraft for the first time. In the case that the customer requests the use of its own forms, they may also be used provided that required training or satisfactory examples of fillings in of those forms for the use and completion of such forms is given to all related staff, and ensuring customer’s procedures are followed.

DRAFT REVIS

ION

MOE

Subject: 2.09 Repair Procedure


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2.09 Repair Procedure In this procedure the Company defines how to perform repairs on aircraft/aircraft components/engines and how is managing the repairs not described in the manufacturers' documentation. All damages on aircraft/aircraft components/engines must be evaluated in accordance with up-to-date, approved and applicable maintenance data (AMM, CMM, SRM, DFPRM etc.). If a repair/modification is required, this must be performed in accordance with up-to-date, approved and applicable maintenance data (AMM, CMM, SRM, DFPRM etc.). These repairs are not limited with structural repairs, they may be in a such way like, boro-blending, O-ring/seal/packing replacement or ESPM repairs as long as they are in accordance with up-to-date, approved and applicable maintenance data. Evaluation: Sheet-metal or composite structural damage measurement and evaluation will be performed by B1 authorized technician; repair shop authorized staff or engineer. Application: Repair is performed by maintenance or shop authorized staff provided following conditions are met.

- For each damage evaluation and repair performed on aircraft, a "Structural Defect & Repair Form" (OT-029) will be applied and sent to Engineering.

- If the necessary repair method for measured/evaluated damage repair is written in

manufacturer's approved documents, repair performed.

- If the repair procedure is not written in above mentioned manufacturer’s document, the damage and measurements shall be reported to an EASA Part 21 DOA or TC Holder by Engineering and will request a repair procedure to be prepared. After repair is carried out, Engineering requests interim or final approval, with its deviation (if any), from manufacturer for the applied repair. If there are some deviations during application or maintenance data is inaccurate, incomplete or ambiguous; they shall be reported to Engineering by the form of EIR(Engineering Investigation Request Form, OT-016) to get an interim or/and final approval of the manufacturer or corrected revision of the document.

- In case of a temporary repair is required to be replaced with permanent repair, Engineering will issue EO or WO to do this repair.

- If required, Engineering will also issue EO or WO to follow up the further requirements of interim/temporary/permanent approved repairs.

- Repair procedures which have only FAA-DER approval must be approved by EASA Part 21 DOA or EASA before implementation.

After evaluation there may be different solutions. Then, all alternative solutions should be submitted to customer for written approval. If a specific repair approval is obtained for a defined A/C, this repair is not valid for another aircraft. 2.09.01 Fabrication of Parts Refer to TPM-MUH 2.9 Part Fabrication Procedure.

DRAFT REVIS

ION

MOE

Subject: 2.10 Aircraft Maintenance Program

Compliance


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

2.10 Aircraft Maintenance Program Compliance Preparation, development, revision and approval of Maintenance Program are sole responsibility of the Operator and/or Customer.

Note: In case of request, the Company Engineering may provide services to prepare, develop, revise a Maintenance Schedule for Customers based on the orders and recommendations of the Manufacturer, the Authority of the Manufacturer and the Authority of the Registration for an aircraft type. This Maintenance Schedule is, in any case, subject to the approval of the Authority of the country of the registration before use. The approval process is under the responsibility of Customer.

The Company shall perform maintenance on aircraft or components, in accordance with the requirements of Operators/Customers work package prepared based on their Approved Maintenance Program and within the agreed time frame. The Approved Maintenance Program shall include;

- scheduled tasks, - inspections (including but not limited to CPCP, SSI, ALI inspections), - adjustments, - tests, - replacements (including but not limited to hard time/life limited equipment)

for aircraft, engines and equipment based on the orders and recommendations of the Manufacturer, the Authority of the Manufacturer and the Authority of the Registration for an aircraft type. Before any maintenance activity, PPC Department shall check the work package;

• to determine the tasks and work orders to be performed on the aircraft and on the equipment,

• to determine the scope of work, • to control the maintenance documents, including but not limited to up-to-date

maintenance data (AMM, NTM, SRM, etc), list, job cards (if applicable), necessary AMM procedures, necessary shop procedures (if any),

• to inform customer/operator in case a new revision of maintenance documents is available and to ask which revision to be used during the maintenance activities, unless such direction is already available within the maintenance contract,

• to check and prepare the facilities, staff, material and tooling necessary to conduct the requested maintenance,

• to consider human body performance and human factors principles. During each maintenance activity, Maintenance Department shall report PPC Department, and PPC Department shall then report to the Operator and/or Customer, the Findings and NIL Findings detected during the accomplishment of CPCP, SSI and ALI tasks. During each maintenance activity, PPC shall inform Planning for any task, which cannot be performed for any reason. Planning shall check the possibility to cancel or defer such task and, PPC informs Customer for such task.

DRAFT REVIS

ION

MOE

Subject: 2.11 Airworthiness Directives Procedure


Page: 1 of 2

Revision: 00

Date: 09 Oct 2014

2.11 Airworthiness Directives Procedure 2.11.01 The Company Policy It is the sole responsibility of the Customer/Operator to follow-up the Airworthiness Directives (AD) . The Company does not provide AD follow-up services to Customers/Operators. 2.11.02 Process Brief Engineering obtains, studies, evaluates and records ADs issued by the Authority of the Type Certificate Holder (OEM) and National Authority for the aircraft, engines and equipment for which Maintenance Department has capability to maintain. Maintenance Department embodies ADs on aircraft, engines or equipment as per the work order scope given in a work order. 2.11.03 Marking of ADs on the Maintenance Tasks Any task covering an AD accomplishment is marked by Planning Department to increase the awareness during performance. See also MOE 2.23 for controlling critical tasks. 2.11.04 When a new AD Issued Engineering Department has access to the websites of the related Authorities and Manufacturers in order to subscribe and process the authority ADs. as well as the necessary associated documentation such as manufacturer/OEM SBs, AOTs, SILs, etc, related to the aircraft, engine and component types within the capability as defined in MOE 1.09. Above documentation recorded on the computer system is accessible to defined users as well as Engineering personnel. Additionally the Company becomes aware of issuance of a new AD by manufacturer before AD is issued by the authority in the web. Customers/Operators, when issuing work orders need to point applicable ADs. 2.11.05 Processing Engineering Department evaluates the ADs as well as its associated references (SBs, AOTs, etc.) and their revisions as per the the capability as defined in MOE 1.09 and records to the Company MIS (Wings system). These records include the below listed information in minimum:

1. Brief description of the requirement, 2. Applicability data of the document, 3. Due dates, hours and cycles, 4. Associated document references (SB, AOT, EO, etc.)

The application of the effective ADs within the time period specified by the Authority is an obligation of the customer/operator. In case a non-compliance with an AD is noticed by the organization, it is reported to the PPC Department. PPC Department advises the customer/operator in written. After the receipt of appropriate instructions from the customer/operator, Planning Department marks these tasks

DRAFT REVIS

ION

MOE

Subject: 2.11 Airworthiness Directives Procedure


Page: 2 of 2

Revision: 00

Date: 09 Oct 2014

as per the requirements set in MOE 2.11.03 and maintenance organisation accomplishes the requirements of the AD. An approved deferral document or a proof of an alternative means of compliance (AMOC) from the authority supplied by the customer/operator is necessary before the release to service if the requirements of non-complied AD will not be accomplished during the on-going maintenance. In case, there is a need for deviation from the content of an AD during accomplishment, an application with all reasons is made to the Authority for approval. In case of a request by the customer/operator, Engineering Department may issue Work Order (NRWO), Engineering Order (EO) or Task Cards for the ADs for use during accomplishment and ensures that the technical staff who perform them will clearly and correctly understand the content of the work to be performed. Critical tasks, Critical Design Configuration Control List Items (CDCCL) and Electrical Wiring Interconnection Systems Items (EWIS) where it is necessary to employ MOE 2.23 are clearly indicated on such Task Cards, EOs and NRWOs. PPC plans the suitable time for the accomplishment of these NRWOs, EOs and Task Cards and submit them to the Maintenance Departments for accomplishment. Maintenance Departments apply the ADs and mandatory SBs using documentation defined above in the specified timeframe. 2.11.06 AD Control and Application of Stored Components When an AD modification is effective for a stored component engineering personnel issues a memorandum of AD and circulates through the Company units via email. Upon receipt of the memorandum, PPC records effective AD for affected part number(s) in the Company MIS (Wings System). Such recording includes;

- Store part identification card record marking in the MIS, - Urging message to purchasers not to order one without consulting to Engineering, - Electronic copy of memorandum (usually as a pdf) document as attachement to store

part identification card record. When affected component is attempted to release from store for aircraft maintenance, the MIS generates warning for AD application. Component is not released to aircraft unless modification compliance is satisfactory. Store personnel transfers the item to the Quarantine area. If AD is within the Company shops capabilities, PPC opens an order to the shop in the Company MIS. When in-house application is not possible, PPC coordinates with Supply Manager and the part is shipped to an outside contractor for AD application.

DRAFT REVIS

ION

MOE

Subject: 2.12 Optional Modification Procedure


Page: 1 of 2

Revision: 00

Date: 09 Oct 2014

2.12 Optional Modification Procedure 2.12.01 Policy All modifications, variations and alterations intended to be performed require EASA Part 21 approved DOA holder or EASA approval. 2.12.02 Scope Optional modifications are classified in these groups:

1. Service Bulletin modifications (SB). 2. Modification EOs issued by Part-21 approved DOA holders. 3. Modification EOs issued by Engineering Department and approved by EASA. 4. Local modification EOs, issued either under STC or Part-21 approved DOA holder

approval (no further approval necessary by EASA). 2.12.03 Limitations Only modifications classified in above scope can be performed on the aircraft. All required approvals from manufacturers, STC holders, DOA holder, or EASA are obtained either by;

1. Customer, as holding the overall airworthiness responsibility of the aircraft or component,

2. The Company Engineering on behalf of customer/operator. For the modifications listed below, a further approval of the EASA is not required:

1. Modifications by SBs, which are approved by the Authority of the Manufacturer, 2. Modifications approved under an EASA-STC (Supplemental Type Certificate), 3. Minor Modifications prepared by Engineering-Design Companies approved under

Part-21, 4. Modifications, in which it is stated that the approval of an Authority is not required,

2.12.04 Accomplishment The application of the modification is realized in collaboration of Engineering, Planning, PPC and Control and Maintenance Departments. For each such modification, an Engineering Order (EO) is prepared by Engineering. When the EO is prepared, Engineering Manager and the VP Technical shall checks and approves it, respectively and submits to the PPC. 2.12.05 Major Modification Standards Major modifications are accomplished as per a Supplemental Type Certificate (STC) document or an SB. SBs are issued by the manufacturer and approved by the Authority of the manufacturer. In case of a requirement to perform a modification without using an SB, Engineering Department receives offers from Engineering-Design companies, evaluate them for the best

DRAFT REVIS

ION

MOE

Subject: 2.12 Optional Modification Procedure


Page: 2 of 2

Revision: 00

Date: 09 Oct 2014

(or optimum) solution, provide the company that is chosen all the necessary documents and obtains the STC package. Engineering Department then issues EO(s) (referring to the STC package) to be used during application. The EO(s), like all other EO(s) issued by Engineering Department, shall be approved by the customer/operator. In case of an approval required, Engineering Department prepares the necessary documentation for the approval application for Quality Department evaluation. Quality then, with a written application, submits to EASA or EASA Part 21 organisation for approval. Major modifications shall be accomplished as per the requirements of its approved technical data. In case of first application of an STC, the certification and approval is performed after a successful embodiment and testing of the modification on the first aircraft.

DRAFT REVIS

ION

MOE

Subject: 2.13 Maintenance Documentation in use and

its Completion


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

2.13 Maintenance Documentation in Use and Its Completion 2.13.01 Aircraft Maintenance Process of maintenance documentation is as follows;

• Assembly of work package and issue for maintenance • Maintenance process • Completion of work package

A work scope for aircraft maintenance is defined by the customer/operator.

PPC produces routine assembly of a work package using this workscope, which generally consists of task numbers/identifiers. Once Maintenance is complete, work pack is assembled with routine tasks, non-routine work orders and the other documents iaw index page fully collated. A work package consists of the following contents;

1. Cover Page (Form OT-132) 2. Certificate of Release to Service (Form OT-082E) 3. Work Pack Order (Form OT-011) 4. Work Pack Engineering Order List (Form OT-130) 5. Work Pack Deferred and/or Cancelled Items (Form OT-131) 6. Parts and Tools List (Wings report) 7. Maintenance Staff List (Form OT-059) 8. HIL & CDIL (customer specific) 9. Maintenance Tool Usage Follow-up Form (Wings report) 10. Task Card Index (Wings) 11. Panel List (Wings) 12. Task Cards (Form OT-172) 13. List of Non-Routine Items (Form OT-111) 14. Non-Routine Work Orders (Form OT-012) 15. Aircraft Technical Log (customer specific)

Non-Routine Work Orders are filled, stamped and signed by the staff iaw TT-BKM 2.13B. Task Cards are filled, stamped and signed by the staff iaw TT-BKM 2.13C. Whether the maintenance form is routine or non-routine, any dimension measured and any test results achieved iaw maintenance data must be recorded in the respective form. Any CDCCL item is identified iaw MOE 2.23 and marked on worksheets/task cards by the Company. When customer provides work cards instead of producing in the company by PPC, filling instructions or filled samples must be clearly accepted by the company. After CRS is signed and published, maintenance pack is delivered to customer/operator via PPC. As a last line of defense against possible integrity problems in maintenance documentation, sign-off and form fillings are checked by PPC once more before delivery as maintenance record. For line maintenance completion of technical log system, refer to 2L.04 Line Procedure for Completion of Technical Log.

DRAFT REVIS

ION

MOE

Subject: 2.13 Maintenance Documentation in use and

its Completion


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

2.13.02 Workshop Maintenance Workshop maintenance and completion of documentation in the workshop process is run iaw TPM-ATL 1.9.2 Shop Action Flow procedure.

DRAFT REVIS

ION

MOE

Subject: 2.14 Technical Records Control


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

2.14 Technical Record Control 2.14.01 General The Company records all details of aircraft and component maintenance work carried out during maintenance operations and provides a copy of each certificate of release to service to the operators/owners, together with a copy of any specific repair/modification data used for repairs/modifications carried out. Properly executed and retained records provide customers 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 of articles maintained. The primary objective of this procedure is to have secure and easily retrievable records with comprehensive and legible contents. The records may include associated maintenance data which includes specific information of maintenance (e.g. repair and modification data, etc). 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. 2.14.02 Technical Record Retention The Company retains records necessary to prove that all requirements have been met for issuance of the certificate of release to service, including, if any, contractor’s/subcontractor’s release documents. These records are stored in a manner that ensures protection from damage (caused by flood, fire, etc.), alteration and theft. Archieves are equipped with sprinklers and hand fire extinguishers in order to quickly react in case of fire. These records are retained either on paper or in digital as managed by MIS. (a) Retention in Paper Paper is used to control maintenance and/or record details of maintenance work carried out. Paper records should use robust material which can withstand normal handling and filing during maintenance operations and retention (i.e. in archieve or office files) so that the record will remain legible throughout the required periods of retention. Files containing the records and cabinets are clearly identified to display their contents. Achieves used for record retention are safe and locked with limited authorized personnel access. The keys of this archive are kept in the Planning Manager and archive personnel. All cabinets and shelves in archieve are closed at the end of working time, and, considering their limited anti-thieves capability, locking system of the main entrance is kept closed to ensure high security standard. Shop maintenance records are also kept in archieve with same recordkeeping standards . (b) Retention in Soft Copy Digital medium is used to control maintenance and/or record details of maintenance work carried out. Each terminal accessing or modifying these records is required to contain program safeguards against the ability of unauthorised personnel to alter the data. MIS file sharing used for records retention are read only network places that safe and locked with limited authorized personnel access.

DRAFT REVIS

ION

MOE

Subject: 2.14 Technical Records Control


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

MIS has backup system which is updated at least within 24 hours of any maintenance copying to a series of cartridges. Digital medium (Computer backup discs, tapes etc.) is used for backup. The backups are stored in a different location from that containing the working discs, tapes etc., in an environment that ensures they remain in good condition. The access for digital archive backups are limited to IT personnel. Refer to MOE 2.21 for Control of Computer Maintenance Records System. (c) Retention Period The Company keeps a copy of all detailed maintenance records and any associated maintenance data for minimum of three years from the date the aircraft or component to which the work relates was released to service. 2.14.04 Termination of Opertations All retained maintenance records will be distributed to the last owner or customer of the respective operation or will be stored as specified by EASA. 2.14.05 Operator Records completion Refer to MOE 4.03. 2.14.06 Reconstruction of Lost or Destroyed Records 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 (technician log books or OJT records) etc. When these things have been done and the record is still incomplete, the owner/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 is submitted to the competent authority for acceptance. In this situation an additional maintenance may be required when complete set of proofs not achieved.

DRAFT REVIS

ION

MOE

Subject: 2.15 Rectification of Defects Arising During

Base Maintenance


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2.15 Rectification of Defects Arising During Base Maintenance All kinds of defect (system failure or structural damage) detected/encountered during base maintenance or reported in aircraft technical log are recorded on Non-Routine Work Order (NRWO) Form OT-012. One NRWO should be raised for each single defect. Making a NRWO record includes making an entry to “List of Non-Routine Items” Form OT-111. As soon as a NRWO is closed, its closure is reflected to “List of Non-Routine Items” Form OT-111 by SS responsible for the job. Each NRWO shall properly be filled in iaw OHY TT-BKM 2.13B including;

• identification of defect, • action taken for rectification or defer information with approved document references, • date of defect found, • date of action taken, • tools and parts used when applicable.

Evaluation and trouble-shooting should be performed by authorized staff in accordance with approved technical data. If rectification instructions are not found in approved technical data, Engineering should be informed by EIR (Engineering Investigation Request form, OT-016) in order to obtain manufacturer/authority approval before rectification. Such request should include the due date of rectification to be performed. Repair procedures need to be approved by a EASA Part 21 Design Organisation Approval Holder or EASA. Rectifications shall be within the capability/scope of the company approval, performed and signed-off by authorized staff. All issued NRWOs are brought to the attention of the customer for the specific purpose of obtaining agreement to rectify such defects or completing the missing elements of the maintenance work order. For the defects out of scope of base maintenance agreement, customer approval must be obtained prior to rectification. In the case where the aircraft operator declines to have such maintenance carried out under this procedure, an incomplete maintenance release procedure is applied as described in MOE 2.16. Any defect with lack of material, tool, equipment, time, man-power, etc. to rectify, which does not affect the airworthiness, is deferred only under documented customer approval. Notification shall be given to customer, manufacturer and authority for occurrences iaw MOE 2.18. DRAFT R

EVISIO

N

MOE

Subject: 2.16 Release to Service Procedure


Page: 1 of 9

Revision: 02

Date: 16 Feb 2015

2.16 Release to Service Procedure 2.16.01 Release to Service (a) General Conditions for Release to Service A CRS is issued in order to release to service an article after maintenance on behalf of the Company:

1. By an appropriately authorised CS iaw MOE 3.04 and nominated in MOE 1.06, 2. Under the scope of work iaw MOE 1.09 and approval schedule, 3. When it has been verified that all maintenance ordered has been properly carried out

by the Company iaw MOE, 4. When approved maintenance data available, up-to-date and used iaw MOE 2.08, 5. When there are no non-compliances which are known to endanger flight safety where

safe operation could not be assured or where could lead to an unsafe condition like;

a. Significant cracking, b. Deformation, c. Corrosion or failure of primary structure, d. Burning evidence, e. Electrical arcing, f. Significant hydraulic fluid or fuel leakage, g. Any emergency system or total system failure, etc.

An airworthiness directive overdue for compliance is also considered a hazard to flight safety. 2.16.02 CRS Content

IMPORTANT: The use of EASA Part 145 CRS statement is not allowed for non-EU registered and/or operated aircraft.

A CRS issued before flight at the completion of any maintenance contains the following:

1. A CRS Statement is as follows: “Certifies that the work specified, except as otherwise specified, was carried out in accordance with EASA Part-145 and in respect to that work the aircraft/aircraft component is considered ready for release to service”,

2. A reference to the EASA Part-145 approval number as EASA.145.0547, 3. A reference to the approved maintenance data that can be either of the followings;

a. the task specified in the TC or STC holder’s instructions, or, b. operator’s written instructions, or, c. the aircraft maintenance program which itself may cross-refer to maintenance

data, 4. The date maintenance was carried out (this may include when the maintenance took

place relative to any life or overhaul limitation in terms of date/flying hours/cycles/landings etc., as appropriate,

5. The place / location where the maintenance performed, 6. The unique WO reference when extensive maintenance has been carried out,

provided, the referenced work order details include full details of maintenance carried out, including dimensional information,

DRAFT REVIS

ION

MOE



Page: 2 of 9

Revision: 02

Date: 16 Feb 2015

7. The aircraft type, aircraft registration and serial number, the S/N of installed engines and APU (when applicable),

8. The name and signature of the person who has certified the release. Note: A stamp may replace the signatories full name when placeholder for this identifier does not offer adequate space.

2.16.03 CRS after Aircraft Maintenance (a) CRS after Aircraft Base Maintenance A CRS after aircraft base maintenance is issued by base maintenance CS issuing a CRS Form OT-082E. It is the responsibility of the C category CS to sign the CRS Form (and customer/operator Aircraft Technical Log when requested) after base maintenance. Before issuing the CRS Form, the CS applies the following checklist over the whole maintenance process:

1. CS ensures that SS have confirmed that all tasks (including but not limited to inspections, servicing, modifications, repairs, airworthiness directives etc. as ordered in the WO) have been carried out to the required standards (attested, signed and dated),

2. B1 and B2 support staff ensures that all relevant tasks or inspections have been carried out to the required standard before the category C certifying staff issues the certificate of release to service,

3. CS ensures that all NRWO forms are properly closed, 4. CS ensures that all maintenance personnel worked are competent 5. CS ensures that all additional work under the same work order required by the

customer has been accomplished during the particular base maintenance or as per work package,

6. CS ensures no un-approved modification has been incorporated, 7. CS ensures no un-approved repair has been incorporated, 8. CS assesses the impact of any work not carried out, defers such work agreeing with

the customer and documents it with the deferral limitations indicated in the Deferred Item List as an attachment to the CRS Form,

9. CS ensures that all component change records are complete, appropriate material tag and ARC exists,

10. CS ensures contractors/sub-contractors were certified to perform the work, 11. The latest approved issues of the documentation have been used, 12. The tools were acceptable and calibrated, 13. The parts / components / equipment were acceptable (airworthiness tags available) 14. Any due AD found non-embodied on the aircraft has been duly reported to the

Operator/Authority, 15. Any defect discovered during maintenance has been repaired or is properly deferred

and accepted by customer, 16. All instructions and methods used were approved, 17. All test results are normal (if required).

A CRS Form for aircraft base maintenance contains the CRS statement as defined in MOE 2.16.02.

IMPORTANT: An EASA Part 145 Release to Service for non EU registered aircraft or for aircraft operated by non EU operator will be validated by the competent authority of the State of Registry or the State of the operator as appropriate.

DRAFT REVIS

ION

MOE



Page: 3 of 9

Revision: 02

Date: 16 Feb 2015

The release to service certificate is valid only when accepted so. In this case the CRS statement changes to:

“Certifies that the work specified except as otherwise specified was carried out in accordance with Part-145 under the full recognition and oversight responsibility of the [national aviation authority] as competent authority of [the State of Registery] and in respect to that work the aircraft is considered ready for release to service.”

(b) CRS after Aircraft Line Maintenance A CRS after aircraft line maintenance is issued by line maintenance CS on the applicable document (like logbook, work order, engineering order, task card, etc.) requested by the customer. Before issuing the CRS, the CS applies the following checklist over the whole maintenance process:

1. CS confirms that all tasks (including but not limited to inspections, servicing, modifications, repairs, airworthiness directives etc. as ordered in the WO) have been carried out to the required standards (attested, signed and dated),

2. CS ensures that all maintenance personnel worked are competent, 3. CS ensures no un-approved modification has been incorporated, 4. CS ensures no un-approved repair has been incorporated, 5. CS assesses the impact of any work not carried out, defers such work agreeing with

the customer and documents it with the deferral limitations as agreed by the operator, 6. CS ensures that all component change records are complete, appropriate material

tag and ARC exists, 7. CS ensures contractors/sub-contractors were certified to perform the work, 8. The latest approved issues of the documentation have been used, 9. The tools were acceptable and calibrated, 10. The parts / components / equipment were acceptable (airworthiness tags available) 11. Any due AD found non-embodied on the aircraft has been duly reported to the

Operator/Authority, 12. Any defect discovered during maintenance has been repaired or is properly deferred

and accepted by customer, 13. All instructions and methods used were approved, 14. All test results are normal (if required).

A CRS for aircraft line maintenance contains the CRS statement as defined in MOE 2.16.02. CS stamps the applicable document with OT-082ES CRS stamp and signs to complete the CRS process.

IMPORTANT: An EASA Part 145 Release to Service for non EU registered aircraft or for aircraft operated by non EU operator will be validated by the competent authority of the State of Registry or the State of the operator as appropriate. The release to service certificate is valid only when accepted so. In this case the CRS statement changes to: “Certifies that the work specified except as otherwise specified was carried out in accordance with Part-145 under the full recognition and oversight responsibility of the [national aviation authority] as competent authority of [the State of Registery] and in respect to that work the aircraft is considered ready for release to service.”

DRAFT REVIS

ION

MOE



Page: 4 of 9

Revision: 02

Date: 16 Feb 2015

2.16.04 CRS after Component Maintenance A CRS is issued at the completion of any maintenance on a component whilst off the aircraft. When a component is repaired in the workshop it may be released using an ARC or a Serviceable Tag. Before signing the Release to Service, the CS ensures that:

1. The work done is within the capability list of the workshop, if some work has been subcontracted, the subcontractor has to be approved for this work.

2. Work was done in conformity with the applicable regulations and the intent of work order:

a. All maintenance tasks are attested, signed and dated by authorized staff, b. All parts and materials used were certified, c. All tools/equipment are registered, certified and calibrated where necessary, d. Documentation was used at its latest applicable issue, e. All data used were approved (in particular the manufacturer's Repair Design

Approval Sheet and the Service Bulletin), f. Work file is complete, g. All non-conformities have been fully and correctly investigated, required

corrective actions have been carried out, h. No visible discrepancy related to the released component, i. All instructions and methods used during maintenance were approved, j. All due Airworthiness Directives have been embodied, k. The Date/Flying Hours/Cycles/Landings, when such maintenance carried out

is recorded for life limited components. (a) The use of EASA Form 1 The ARC “EASA Form 1” referred to in MOE 5.01 constitutes the component CRS in this case. The purpose of the ARC is to release articles (assemblies/items/components/parts/etc.) after maintenance and to release maintenance work carried out on such articles under the approval of EASA and to allow items removed from one aircraft/aircraft component to be fitted to another aircraft/aircraft component. The ARC is to be used for export/import purposes, as well as for domestic purposes, and serves as an official certificate for items from the Company to users/customers. The ARC can only be issued while the article is within the Company Scope of Work described in MOE 1.09. (b) The use of Serviceable Tag Not allowed for customer delivery. The ARC “EASA Form 1” is used as above. (c) Issuance of EASA Form 1 for Components Removed Serviceable from Aircraft CASE 1: Serviceable aircraft components removed from EU Member State registered aircraft may be issued an EASA Form 1 subject to compliance with the following conditions:

1. The component should be removed from the aircraft by appropriately qualified staff,

DRAFT REVIS

ION

MOE



Page: 5 of 9

Revision: 02

Date: 16 Feb 2015

2. The component may only be deemed serviceable if the last flight operation with component fitted revealed no faults on that component or its related system,

3. The component should be inspected for satisfactory condition including in particular damage, corrosion or leakage and compliance with any additional manufacturer's maintenance instructions,

4. The aircraft records should be researched for any unusual events that could affect the serviceability of the component such as involvement in accidents, incidents, heavy landings, or lightning strikes. Under no circumstance may an EASA Form 1 be issued if it is suspected that the aircraft component has been subjected to extremes of stress, temperatures or immersion which could affect its operation,

5. A maintenance history record should be available for all used serialized components, 6. Compliance with known ADs, modifications and repairs should be established, 7. The flight hours/cycles as applicable of any life limited parts including time since

overhaul should be established, 8. 'Component Removal in Serviceable Condition’ Form OT-303 is properly filled and

signed. CASE 2: Serviceable aircraft components removed from non EU Member State registered aircraft may only be issued an EASA Form 1 subject to compliance with the following conditions:

1. If the Company retains control of the airworthiness status of the components, 2. If the component is leased or loan from the Company, 3. Subject to satisfactory compliance with items 1 to 8 above.

The same provisions apply when a component is swapped between two aircraft registered in a non EU Member State. In this case a Serviceable Tag is allowed and sufficient for certification provided both aircraft is being maintained by the Company. CASE 2.1: For the components removed from OHY Airlines, which the airworthiness status of the AC and the components retained by The Company as a shared enginering responsibility, below 3 items are sufficiently required:

1. The component should be removed from the aircraft by appropriately qualified staff 2. The component may only be deemed serviceable if the last flight operation with

component fitted revealed no faults on that component or its related system, 3. The component should be inspected for satisfactory condition including in particular

damage, corrosion or leakage and compliance with any additional manufacturer's maintenance instructions.

CASE 3: For used aircraft components maintained by organisations not approved in accordance with Part-145 (limited to the components contained within the scope of approval/Capability list as defined in MOE 1.09), the Company establishes satisfactory conditions in order to issue an EASA Form 1 by:

1. Dismantling the component for sufficient inspection in accordance with the appropriate maintenance data,

2. Replacing all service life-limit components when no satisfactory evidence of life used is available and/or the components are in an unsatisfactory condition,

3. Reassembling and testing as necessary the component, 4. Completing all certification requirements as specified iaw MOE 2.16.

DRAFT REVIS

ION

MOE



Page: 6 of 9

Revision: 02

Date: 16 Feb 2015

(d) Serviceable Component Swap between EU Registered Aircraft An EASA Form 1 is not required for the component changes between two EU registered aircraft or between different positions of the same EU registered aircraft for components fitted to those airplanes, Serviceable Tag is allowed for certification, provided both aircraft is being maintained by the Company. A Serviceable Tag is filled by an appropriately authorized CS for such components as follows:

1. Operator approval of donor aircraft is obtained, 2. The conditions in paragraph (c) CASE 1 are met.

(e) Releasing a part of a series of a maintenance on an article An ARC may be issued in the case of an article undergoing a series of maintenance processes at several maintenance organizations approved under EASA Part-145 and needs a certificate for the maintenance process carried out for the next maintenance organisation approved under EASA Part-145 to accept the article for subsequent maintenance processes. In such a case, a clear statement of limitation is endorsed in remarks block of the ARC as follows:

"Limited to a partial maintenance of the component performed in accordance with [CORRECT MAINTENANCE DATA REFERENCE].”

2.16.05 CRS after NDT When the Company performs an NDT inspection on an aircraft, aircraft component or part under the Company D1 Rating, the release to service is performed and certified using an ARC form issued by authorized CS. When the Company performs an NDT inspection in the course of a maintenance carried out by the Company under the customer’s WO which schedules such NDT inspection as a task within its scope, a sign-off to the proper documentation together with an inspection report is sufficiently accepted. Refer to TPM-BKM 3.11.1 NDT Manual for the accomplishment of NDT. 2.16.06 CRS after Defect Rectification A defect rectification is normally a line maintenance privilege. In extraordinary cases, the Company may provide service for defect rectification when appropriately rated B1 or B2 category SS is ready. The company may authorize these staff as CS in those cases. (a) Normal Procedure Rectification of a defect is certified by completion of customer/operator Aircraft Technical Log when an open defect recorded on. It is the responsibility of certifying staff to sign off the customer/operator Aircraft Technical Log after defect rectification. A reference to EASA Part 145 approval number EASA.145.0547 must be indicated in customer/operator aircraft technical log when releasing to service. (b) In case of non-availability of a component with appropriate release certificate When an aircraft grounded at the location other than main base due to the non-availability of a component with the appropriate release certificate, it is permissible to temporarily fit a component having a suitable release certificate under below restrictions:

DRAFT REVIS

ION

MOE



Page: 7 of 9

Revision: 02

Date: 16 Feb 2015

1. For a maximum 30 flight hours or until the aircraft return to main base, whichever is the sooner,

2. Subject to the customer/operator agreement, 3. Suitable release certificate must contain the following as minimum:

a. Clearly states the aircraft component is serviceable b. Clearly specifies the organisation releasing the component c. Clearly specifies the details of the competent authority of the releasing organisation

4. Appropriate entry in the aircraft technical log book, checking the condition of aircraft component plus information on where, when and why the aircraft was grounded.

Such components will be removed by the above prescribed time limits unless an appropriate release to service has been obtained in the meantime. In such a case the Company makes an entry in the customer/operator Aircraft Technical Log, checking for compliance with type design standards, modifications, repairs, airworthiness directives, life limitations and condition of the aircraft component plus information on where, when and why the aircraft was grounded. This paragraph does not apply to an AOG situation at the Customer’s Main Base. 2.16.07 Issue of a one off certification authorisation A one-off certification of release to service is performed by personnel having one-off authorization iaw MOE 3.04.

1. The situation is communicated with the flight crew of the aircraft with full details of the defect.

2. If necessary, the Company QA Manager is requested to issue a one-off authorisation. 3. QA Manager assesses each situation after issuance of a one-off authorization and

asks for performance of maintenance and additional actions if deemed necessary. 4. QA Manager issues the one-off authorization iaw MOE 3.04. 5. QA Manager verifies that:

a. Full technical details relating to the work required to be carried out have been established and passed on to the certifying staff authorized within the scope of the case.

b. The person to whom a one-off authorisation is issued has been provided with 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 organisation, communicated to the one-off authorisation holder.

c. The one-off authorisation holder certifying personnel sign off the detailed step by step worksheet when completing the work steps.

d. In all cases, due consideration is given to the complexity of the work involved and the availability of required tooling and/or test equipment needed to complete the work.

e. The Company manages, coordinates and controls the total maintenance activity performed iaw MOE 2.24.01.

6. The completed tasks verified by visual examination and/or normal system operation upon return to an appropriately approved Part-145 maintenance facility.

7. If any condition which could affect flight safety is identified, maintenance is repeated in main base.

DRAFT REVIS

ION

MOE



Page: 8 of 9

Revision: 02

Date: 16 Feb 2015

2.16.08 Sign off after maintenance task completion Every maintenance task or group of tasks signed-off in order to prevent omissions. A “sign-off” is a statement by the authorized 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 to service of maintenance. “Authorised competent person” means a person formally authorised iaw either of MOE 3.04, 3.07, 3.08, 3.11, and formally assessed iawMOE 3.14 by the maintenance organisation approved under Part-145 to sign-off tasks. “Authorised competent person” is not necessarily a “certifying staff” or “support staff”. To ensure the task or group of tasks is completed; it should be signed-off after completion. Sign-off is performed only by whom the task is performed. As an exception to this, Work by supervised personnel (i.e. temporary staff, trainee...)is checked by authorised supervisor personnel before sign-off. The grouping of tasks is permitted for sign-off except for the purpose of signing-off should allow critical steps to be clearly identified iaw MOE 2.23. A grouping of tasks when sign-off may only be permitted when a group is performed by the same person in the same visit and same shift on the same day. For the purpose of sign off, the company qualifies stamps dedicated to each staff with personnel identifiers on. Both sign off and stapming are acceptable means when completing the task. Same provision can be used for completion of non-routine work orders, engineering orders and other documents that record specific works in a maintenance. Reports, such as NDT reports, borescope reports, etc can also be stamped instead of signing off. Tally sheet in any case is stamped by the inspecting support staff in order base maintenance CS to become ensured that the tasks falling in particular support staff responsibility are properly performed. 2.16.09 CRS with Test Flight When a test flight is required, a CRS is issued with the wording in remarks:

“This Certificate of Release to Service is issued that the aircraft is ready for a test flight". After the test flight:

• When no defect, snag or discrepancy is reported by the flight crew, normal CRS rules apply and a final CRS is issued.

• When a defect, a snag or a discrepancy is reported, it is processed iaw MOE 2.15. Test flight report and such defect rectification is a part of release documentation of an aircraft when this procedure applies. CRS in Aircraft Technical Log is required.

DRAFT REVIS

ION

MOE



Page: 9 of 9

Revision: 02

Date: 16 Feb 2015

2.16.10 Deviations from WO Please also see MOE 3.09 for Aircraft or Aircraft Component Maintenance Tasks Exemption Process Control. (a) New defects identified during base maintenance New defects identified during base maintenance are processed iaw MOE 2.15. (b) Incomplete maintenance Incomplete maintenance work orders identified during maintenance is brought to the attention of the customer for the specific purpose of obtaining agreement to complete the missing elements of the maintenance work order. In the case where the customer/operator declines to have such maintenance carried out under this paragraph, incomplete maintenance may be released iaw this procedure. When the Company is unable to complete all maintenance ordered, it may issue a CRS within the approved aircraft limitations. The Company enters such fact in the aircraft CRS before issue. If the customer/operator agrees to the deferment of full compliance with the work order scope, then the CRS may be issued subject to details of the deferment, including the customer/operator’s authority, being endorsed on the certificate. These cases, CS requires that a signed proof of customer approval is obtained before the maintenance CRS is issued. Whether or not the aircraft operator has the authority to defer maintenance is an issue between the customer/operator and its competent authority of the State of Registry or State of operator, as appropriate. In case of doubt concerning such a decision of the operator, the Company informs EASA on such doubt, before issuing the CRS. This will allow EASA to investigate the matter with the competent authority of the State of Registry or the State of the operator as appropriate. (c) Non-compliance When non-conformity with the airworthiness specifications defined in the approved maintenance data is discovered and becomes unresolvable using the approved procedures, the certifying staff brings the situation to the attention of the respective maintenance manager and ultimately VP Technical and they coordinate the situation with the customer/operator in order to resolve. DRAFT R

EVISIO

N

MOE

Subject: 2.17 Records for the Operator


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

2.17 Records for the Operator All maintenance records are managed iaw MOE 2.14. If there is a contract with the customer/operator, the Company provides the customer/operator with all records of services provided upon completion of a work order as agreed in the contract, when applicable. When there is a requirement in the contract, the Company may also provide service for record keeping on behalf of customer/operator. For the primary customer (OHY), the Company keeps all base maintenance records as dirty fingerprints in the shared archieve facilities. When an aircraft is redelivered to another operator/owner with full operational responsibility (ACMI wetleases excluded), full record set of the aircraft falling into last three years of period is duplicated via copying or scanning. These duplicates are managed iaw MOE 2.14.

DRAFT REVIS

ION

MOE

Subject: 2.18 Reporting of Defects to the Competent

Authority, Operator, Manufacturer


Page: 1 of 4

Revision: 02

Date: 16 Feb 2015

2.18 Reporting of Defects to the EASA, Competent Authority, Operator, Manufacturer The Company or a non-certificated subcontractor under its QA system reports any defect condition of the aircraft or component (occurence) that has resulted or may result in an unsafe condition that hazards seriously the flight safety. The Company has established a system called Occurence Reporting System (ORS) and this procedure in order to manage this reportings. 2.18.01 Scope and Objective . This procedure covers defects/occurences encountered during maintenance operations of the Company. The occurrence reporting system is an essential part of the overall monitoring function. The purpose of this procedure is to provide methods to determine which occurrences should be reported to the EASA, Competent Authorities, Operators, Manufacturers, Design organisations, TC/STC holders, in short, Reported Bodies (RB), and it provides instructions on the timescale for submission of such reports. This procedure also describes the objective of the overall ORS including internal and external functions. The objective of the ORS is to use the reported information to contribute to the improvement of aviation safety, and as a consequence of safety policy, not to attribute blame, impose fines or take other enforcement actions. The ORS is complementary to the normal day to day procedures and 'control' systems and is not intended to duplicate or supersede any of them. The ORS is a tool to identify those occasions where routine procedures have failed. Occurrences should remain in the database when judged reportable by the person submitting the report as the significance of such reports may only become obvious at a later date. The detailed objectives of the ORS are:

1. To enable an assessment of the safety implications of each occurrence to be made, including previous similar occurrences, so that any necessary action can be initiated. This includes determining what and why it had occurred and what might prevent a similar occurrence in the future.

2. To ensure that knowledge of occurrences is disseminated so that other persons and organisations may learn from them.

2.18.02 Process (a) Reporting time and retention Reporting duration of a determined significant occurence is normally 72 hours. In case of an emergency situation, reporting should be done by the fastest ways including an immediate phone call. Each reporting is filed under the Company Technical Records Control System described in MOE 2.14.

DRAFT REVIS

ION

MOE




Page: 2 of 4

Revision: 02

Date: 16 Feb 2015

(b) Reporting & coordination The reports of the occurences discovered during maintenance to the RB are mainly sent via email and required attachements and coordinated as follows: Reported Body: Reporting

Coordinator: Reporting Means:

EASA QA Manager FO.IORS.00044-004 (Technical Occurrence Report Form) iaw MOE 5.01. See: http://easa.europa.eu/iors/reporting.html. Report to: [email protected].

Other competent authorities (if any)

QA Manager Email, fax or regular mail postage as instructed

Responsible design organisation (TC/ STC Holder/ Designer/ Manufacturer)

Engineering Manager

Email, fax or regular mail postage as instructed

Customer/Operator PPC Manager

Email, fax or regular mail postage as instructed

All issued defects are brought to the attention of the customer/operator for the specific purpose of obtaining agreement on the status of the occurrence/defect. MOE 2.15 and MOE 2.16.10 is considered in setting communication with the customer/operator. Report must contain pertinent and evaluation results produced during initial internal evaluations. Supporting documents as photographs, specs, references to airworthiness specifications, etc. are also appended to the file when reporting. The findings of occurences discovered on AC or components maintenance are rectified iaw approved technical data. In order to prevent recurrance, any one or a combination of the followings listed (as non-exhaustive) may be applied:

1. The repairs are performed iaw MOE 2.09, 2. The investigation is performed iaw MOE 2.25, 3. The inaccuracies and ambiguities in technical data is processed iaw MOE 2.27, 4. Any human error and necessary information is documented by the QA Manager and

disseminated within the organization including training units in order to insert situation to the related training material as a “lesson learned”,

5. The precautionary measures are taken if the occurrence caused by any tooling/equipment used during maintenance/operation,

6. The manufacurer or regulatory publications and if there are any new corrective or precautionary actions available through the industry, those are also implemented as shared/best practices.

Paragraph (c) of this process provides guidance as to what should be reported by an organisation to the EASA prepared iaw AMC 20-8 as amended. The list of criteria provided may be used as guidance for establishing which occurrences shall be reported by the Company.

DRAFT REVIS

ION

http://easa.europa.eu/iors/reporting.html

mailto:[email protected]

MOE




Page: 3 of 4

Revision: 02

Date: 16 Feb 2015

(c) Reportable defects The Company maintains a customised list adapted to its operation and the list is managed in a file by the QA Manager. In establishing that customised list, the Company takes into account the following considerations: Reportable occurrences are those where the safety of operation was or could have been endangered or which could have led to an unsafe condition. If in the view of the reporter an occurrence did not hazard the safety of the operation but if repeated in different but likely circumstances would create a hazard, then a report should be made. What is judged to be reportable on one class of product, part or appliance may not be so on another and the absence or presence of a single factor, human or technical, can transform an occurrence into a serious incident or accident. The following is a generic list. The list of examples of reportable occurrences offered below is established from the perspective of primary sources of occurrence information in the maintenance operations to provide guidance for the personnel in deciding what to report. This list is neither definitive nor exhaustive and judgement by the reporter of the degree of hazard or potential hazard involved is essential.

1. Incorrect assembly of parts or components of the aircraft found during an inspection or test procedure not intended for that specific purpose.

2. Hot bleed air leak resulting in structural damage. 3. Any defect in a life controlled part causing retirement before completion of its full life. 3. Any damage or deterioration (i.e. fractures, cracks, corrosion, delamination,

disbonding etc) resulting from any cause (such as flutter, loss of stiffness or structural failure) to:

a. primary structure or a principal structural element (as defined in the manufacturers’ Repair Manual) where such damage or deterioration exceeds allowable limits specified in the Repair Manual and requires a repair or complete or partial replacement of the element;

b. secondary structure which consequently has or may have endangered the aircraft;

c. the engine. 4. Any failure, malfunction or defect of any system or equipment, or damage or

deterioration found as a result of compliance with an Airworthiness Directive or other mandatory instruction issued by a Regulatory Authority, when:

a. it is detected for the first time by the reporting organisation implementing compliance;

b. on any subsequent compliance where it exceeds the permissible limits quoted in the instruction and/or published repair/rectification procedures are not available.

5. Failure of any emergency system or equipment, including all exit doors and lighting, to perform satisfactorily, including when being used for maintenance or test purposes.

6. Non compliance or significant errors in compliance with required maintenance procedures.

7. Products, parts, appliances and materials of unknown or suspect origin. 8. Misleading, incorrect or insufficient maintenance data or procedures that could lead to

maintenance errors. 9. Failure, malfunction or defect of ground equipment used for test or checking of

aircraft systems and equipment when the required routine inspection and test

DRAFT REVIS

ION

MOE




Page: 4 of 4

Revision: 02

Date: 16 Feb 2015

procedures did not clearly identify the problem when this results in a hazardous situation.

DRAFT REVIS

ION

MOE

Subject: 2.19 Return of Defective Aircraft Components

to Store


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2.19 Return of Defective Aircraft Components to Store A defective component is a component removed from the aircraft for any reason. Return of defective aircraft components to store is managed as follows. 2.19.01 Tagging as Identification Each component removed unserviceable from the aircraft during maintenance is identified using an Unserviceable Tag, Form OT-038. An Unserviceable Tag is filled, stamped and attached on the component after removal from the aircraft by authorized technician if it has a reported defect or malfunction on any of the logs or maintenance records. The component is delivered to store. 2.19.02 Information Generated In any case described in 2.19.01, filling in the information as “removed from”, “position”, “date of removal”, “reason for removal”, etc. are must as instructed by the tag narrative or by this MOE procedure in minimum. Each time a component is removed from the aircraft in base maintenance, a component removal entry is made to component change records. 2.19.03 Handling, Movement and Storage of the Components Authorized technician removes the defective component, Store personnel receive the component. Storage is managed iaw MOE 2.03.

DRAFT REVIS

ION

MOE

Subject: 2.20 Defective Components to Outside

Contractors


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2.20 Defective Component to Outside Contractors A defective component is a component removed from the aircraft for any reason. Return of defective aircraft components to Outside Contractors is managed as follows. 2.20.01 Identification of Defective Components Components identified as unserviceable and identified this status with an Unserviceable Tag (e.g., components returned to store iaw MOE 2.19 as unserviceable), are considered subject to repair. Unserviceable Tag attached to the component identifies required work for the component. 2.20.02 Control of Unserviceable Component Dispatch Technical Supply Manager is responsible to send the defective parts to outside contractors for repair/overhaul/calibration or exchange when the customer orders so. To select the proper source of maintenance, MOE 2.01 procedure is employed. Technical Supply Manager takes into account past experiences/records, capability lists, TAT, repair quality and pricing policy. After selecting the repair facility, all shipment documents and Repair Order (Form OT-129) is issued by Technical Supply Manager. If the repair capability exists in-house iaw MOE 1.09 Scope of Work, the Store may issue a customer work order (CWO) in the Company MIS (Wings). Store is responsible for the packing of the component that provides protection from damage and external contamination (when specified by OEM, ATA-300 spec container used) to be sent to repair properly. Articles requiring special transportation limitations (e.g., wheels, oxygen bottles, etc.) are handled in accordance with DGR requirements. Technical Supply Manager is responsible for clearly defining all tasks to be performed on the component, organizing and tracing the shipment of the unit back&forth the repair station and monitoring the repair process.

DRAFT REVIS

ION

MOE

Subject: 2.21 Control of Computer Maintenance

Records System


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2.21 Control of Computer Maintenance Records System All kinds of computer records are kept in the computer network. Each user has a personal password for access in the computer network. IT Department is responsible to keep an up-to-date list which is accessible to all users as read-only and covering all access rights of users and departments. Department managers determine the usage rights of the staff, request the usage rights per e-mail from IT department and can grant approval for some of their files to be read by other departments if necessary. Backups of the maintenance records kept in the computer environment are taken with 24-hour periods. Backups of one week that are are kept in a place safe from flooding, burglary and fire and different place from a network main server. Refer to MOE 2.14 for Technical Record Control.

DRAFT REVIS

ION

MOE

Subject: 2.22 Control of Man‐Hour Planning versus

Scheduled Maintenance Work


Page: 1 of 3

Revision: 02

Date: 16 Feb 2015

2.22 Control of Man‐Hour Planning versus Scheduled Maintenance Work The Company performs continuous analysis to prove that the manpower resources described in MOE 1.07 is sufficient when performing maintenance via a maintenance man-hour plan showing that the Company has sufficient staff to plan, perform, supervise, inspect and quality monitor the organisation. The personnel reporting to the management is employed in accordance with this man-hour plan which ensures that the Company has enough manpower resources. The Company management structure is defined in MOE 1.03 and 1.05. 2.22.01 Management of Company Man-Hour Planning (a) Preparation and revision General man-hour needs (demand) and availability (supply) is established annually and reviewed quarterly when necessary by planning in order to prepare the man-hour plans. The man-hour plan is revised in accordance with

1. changes in manpower resources, 2. hangar visit plan, 3. contracts, 4. personnel competencies, and 5. commercial obligations.

(b) Demand analysis The maintenance man-hour plan needs the anticipated maintenance demand for. maintenance work load including all necessary work such as, but not limited to,

1. planning, 2. maintenance record checks, 3. production of worksheets/cards (in paper or electronic form), 4. accomplishment of maintenance, and inspection, and, 5. the completion of maintenance records.

When the Company cannot predict such demand, due to the short term nature of its contracts, then such analysis should be based upon the minimum maintenance workload needed for commercial viability. (c) Supply analysis When preparing the man-hour plans, the Company makes a supply calculation and

1. human performance limitations, 2. complexity of works, 3. contracted and subcontracted services, 4. net personnel working hours calculated considering

a. shift arrangements (when applied), and shift durations, b. breaks, c. trainings, d. vacations, e. sickness

are taken into account.

DRAFT REVIS

ION

MOE




Page: 2 of 3

Revision: 02

Date: 16 Feb 2015

(d) Qualification of the plans In order to guarantee an output of a highly qualified and reliable man-hour plan, the analysis is documented and put into force after QA manager check and approval. 2.22.02 Establishment of Man-Hour Availability versus Workload The VP Technical is responsible to arrange plan manpower availability in accordance with qualified man-hour plans. He is also responsible to control and arrange manpower in day-to-day maintenance operations so that required man-hour for each skill is met. (a) Aircraft Maintenance

i. Base Maintenance

Base maintenance man-hour need is established by planning based on the forecasted aircraft hangar visit plan. The aircraft hangar visit plan is updated weekly, or when required, as per maintenance ordered and market projections. A weekly maintenance man-hour planning is performed and documented by PPC showing the estimated man/hours required to perform the planned work. This document includes daily calendar versus maintenance inputs in the hangar. Base maintenance supervisor uses this document as input to coordinate day-to-day maintenance personnel assignments. These assignments are declared to boardman by base maintenance supervisor and Boardman uses this information to prepare daily zone distribution and task assignments. Base maintenance man-hour plan is revised whenever aircraft maintenance is projected.

ii. Line Maintenance Line maintenance man-hour need is established based on the forecasted aircraft flight schedule by planning and work orders and weekly maintenance plans issued by PPC. Line Maintenance supervisors in line stations are responsible of keeping day to day track of latest flight schedule, planned work orders, and to plan the man power to perform any maintenance due. (b) Component Maintenance Component maintenance man-hour need is established by Workshops Maintenance Manager based on the number of forecasted component repair order projections managed by the same department. The forecast is updated on a regular basis, or when required, as maintenance needs ordered and market projections. (c) NDT Inspections NDT man-hour need is established by Workshops Maintenance Manager based on the number of forecasted NDT order projections managed by the same department. The forecast is updated on a regular basis, or when required, as per maintenance ordered and market projections. (d) Quality Monitoring including other Quality Functions The quality monitoring and regulatory compliance function man-hour need is established by the QA Manager in order to prove sufficiency to meet the requirement of 145.A.65(c) and AMC 145.A.65(c). In terms of quality monitoring, the Company have full time auditors as well

DRAFT REVIS

ION

MOE




Page: 3 of 3

Revision: 02

Date: 16 Feb 2015

as part time assigned auditors having actually different job functions throughout the organization qualified iaw MOE 3.06. Being a full time employee of the QA Department, other quality functions, the time allocated to such functions are naturally taken into account in man-hour planning and analysis. (e) Significant Deviations In the event that sufficient manpower is unavailable to meet a specific target, overtime and /or contracted staff is allocated as necessary. Shortfalls more than % 25 in available man/hours per month is immediately reported to the Quality Manager for review and re-qualification of the plans, The situation is also reported to the Accountable Manager to have an ultimate management decision.

DRAFT REVIS

ION

MOE

Subject: 2.23 Control of Critical Tasks


Page: 1 of 5

Revision: 02

Date: 16 Feb 2015

2.23 Control of Critical Tasks Tasks endangering the safe operation of the aircraft if not performed properly are classified as critical tasks. 2.23.01 Critical Task Identification and Marking Such a task requires independent inspection to become complete when processed and identified or marked as Requires Independent Inspection (in short, RII). (a) Identification of RII tasks Critical tasks may be identified in different phases of a maintenance. Since different phases of maintenance is managed by different entities or units, identification duty is shared by those accross the whole maintenance process. Typically following actors define criticallity in a maintenance:

1. Customer/Operator. Costomer/Operator may identify a task as critical and the company acts accordingly. Customer/Operator issues customer work order where it may identify critical tasks and maintenance performance requirements for each task ordered within customer work order scope. (EASA Part M.A.402(a) specifies independent inspection requirements.)

2. The Company Planning. Planning identify tasks (Task Card Form OT-172, Engineering Order Form OT-025, or Job cards) when processing customer work order and issuing task cards and engineering orders corresponding to work scope content, to forward to the floor in preliminary planning. Planning planners identify RII tasks considering MOE 2.23.02 and Customer/Operator identifications.

3. The Company Enginering. In preparing an Engineering Order, some maintenance steps may fall into definition of “critical task”. Such steps are identified by Engineering considering detailed Engineering Order Preparation Instructions TT-MUH 2.10 and MOE 2.23.02. Engineering also identifies RII on Task Card form OT-172.

4. The Company PPC. PPC identify tasks (Task Card Form OT-172, Engineering Order Form OT-025, or Job cards) when proecessing a task to forward to the floor in in-process planning. PPC planners identify RII tasks considering MOE 2.23.02

5. The Company maintenance CS, SS, Qualified Mechanic or Qualified Inspectors (Technician). Technician identifies tasks (Non-Routine Work Order (NRWO) Form OT-012) when issuing a NRWO iaw MOE 2.15 “Rectification of Defects Arising During Base Maintenance procedure”. He identifies RII tasks considering MOE 2.23.02 during performance of tasks forwarded by planning or PPC. Technician also identifies RII on Job Card form.

When the operator/customer orders implementation of its own critical task system, both the Company’s system (as in MOE 2.23.02) and Customer’s system shall apply.

DRAFT REVIS

ION

MOE



Page: 2 of 5

Revision: 02

Date: 16 Feb 2015

(b) Marking of RII tasks Tasks identified as RII are marked in the following maintenance documentation forms. Form filling instructions describe in detail how to mark RII tasks. Refer to below table: Maintenance Documentation Forms

Instructions Marked by

Task Card Form OT-172

TT-BKM 2.13C (usage) Engineer (on the MIS, forms including identification are automatically generated by the MIS)

Engineering Order Form OT-025

TT-BKM 2.13A (usage) Engineer (on the form) Planner (on the MIS)

Non-Routine Work Order (NRWO) Form OT-012

TT-BKM 2.13B (usage) Authorized Technician, Engineer, or Planner (depending on originator and customer/operator requirements)

Job Card TT-BKM 2.13D (usage) Authorized Technician, Engineer, or Planner (depending on originator and customer/operator requirements)

When using Forms OT-025, particular maintenance task steps are indicated also with serial dots ( . . . . ) or a similar indicator for independent inspection in the right hand side of the “Done by” column. This field is usually named as “RII”. 2.23.02 Critical Task List Below tasks are considered critical. (a) General General classification of critical tasks are as follows:

• Airworthiness Directives • Tasks coming through MPD/MRB safety route • Mandatory Service Bulletins and Engineering Orders/Work Orders • Airworthiness limitations like CDCCL tasks • EWIS tasks • Masking and their removals from aircraft body painting or touch ups • Tasks falling into ones listed in paragraph (b).

In addition to this general classification, Quality Manager may ask for identification of any task as critical that falls into below:

• Previous experiences of maintenance errors, depending on the consequence of the failure,

• Information arising from the ‘occurrence reporting system’ (refer to MOE 2.18 and 2.25)

• Authority requirements for error capturing, when applicable.

DRAFT REVIS

ION

MOE



Page: 3 of 5

Revision: 02

Date: 16 Feb 2015

(b) List of tasks which are considered as critical in maintenance This list is prepared in ATA chapter basis in order to simplify identification of critical tasks. Task ATA

Unscheduled maintenance checks 05 Tests with Cabin Pressurizing iaw MOE 2.24.03. 21 CVR installation, tests and adjustments. 23 Main Batteries and Battery Chargers installation, tests and adjustments. 24 Escape Slide/Slide Raft ınstallations. 25 Fire detection and fire extinguishing system defect rectifications, tests after component removals and installations.

26

Defect rectifications on flight controls and systems, component/part installation, adjuctments and tests.

27

Fuel system component installation and tests, CDCCL works, fuel leak repairs. 28 Hydraulic system pumps (Engine Driven and Electrical Pumps, Power Transfer Units) installation and tests, hydraulic leak repairs.

29

FDR installation, adjustment and tests. 31 Landing Gear components (including wheels and brakes) installation, adjustment and tests, Landing Gear operation, down locking and steering system defect rectifications.

32

Pitot Static part replacement, Standby Altimeter, Airspeed Indicator installarion, adjustment and system tests. Inspection for obstruction after exterior aircraft washing or any work in the area that require covering the ports are also considered as critical task.

34

Crew Oxygen System component/part replacement, tests after replacements, oxygen leak repairs.

35

APU compartment inspections after APU removal, APU installation and tests. 49 All structural repairs in ATA 51, 52, 53, 54, 55, 57, 71 thru 80. 51, 52,

53, 54, 55, 57, 71-80

Pylon installation, test and inspections. 54 Cockpit Windows inspections, defect evaluations, installations and tests. 56 Engine defect rectifications in ATA 71 thru 80, Engine LRU parts and components installations, adjustments, tests after installations, engine run-ups iaw MOE 2.24.02.

71-80

(c) Exceptions Following tasks which may be falling in (a) or (b) are not considered as critical:

• Visual inspections • Detailed visual inspections • NDT inspections • Borescope inspections in engines or APUs

2.23.03 Application of Independent Inspections An RII is an inspection to the critical tasks during performance and sign off iaw MOE 2.16.08 “Sign off after maintenance task completion”. Therefore this paragraph must be applied with the provisions written therein.

DRAFT REVIS

ION

MOE



Page: 4 of 5

Revision: 02

Date: 16 Feb 2015

Tasks marked as RII iaw MOE 2.23.01(b) are subject to independent inspection. The following must be applied as a kind of checklist in each such case:

• An independent inspection is carried out by another competent technician than the one performing the job, to ensure correct assembly, locking and sense of operation.

• First technician signs off the “done by” field, second technician signs off the second column (usually named as “RII”) which proves independent inspection is performed.

• For the situations where the company task cards are not issued and there is no second field for the second technician, independent inspection is performed and signed off by the second technician nearby at the right side of the task “done by” field, with the keyword “Inspected” is handwritten below the sign off.

• Records of the inspection contain the sign off of both technicians. • An independent inspection is first made by the technician signing off the task who

assumes full responsibility for the satisfactory completion of the work, before being subsequently inspected by a second independent competent technician who attests to the satisfactory completion of the work recorded and that no deficiencies are found.

• The qualifications and experience of the second competent technician is directly assessed by SS, the person certifying not only this specific task, but also the whole maintenance. SS, takes into account the second technician’s training and experience. Also the personnel performing critical tasks must be physically and mentally fit for the task. The ultimate responsibility belongs to CS when assessing the technician as competent. In Line Maintenance SS should be interpreted as CS.

• Independent inspector observes the task performance. It is not acceptable for the first technician signing off the task to show the person performing the independent inspection how to perform the inspection at the time the work is completed. This means the second technician inspects without the influence of the first.

2.23.04 Multiple Systems Tasks 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. This paragraph is to prevent the systematic and repetitive human errors of simultaneous maintenance on such similar systems. Such tasks are also marked as critical. Examples:

• 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.

• 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.

• The case of servicing of IDG on multiple engines. • The case of servicing of engine starters on multiple engines. • The case of removal and installation of multiple engine borescope port covers. • The case of replacement of fuel filters in both engines. • The case of inspection of chip detectors on both engines. • etc.

For these systems, to ensure that similar maintenance errors do not occur on disassembly /reassembly of several components of the same type on the same aircraft during a particular maintenance check, tasks cannot be performed by the same technician. However, since such tasks are marked as critical, they are subject to an independent inspection. Same independent inspector may inspect both tasks.

DRAFT REVIS

ION

MOE



Page: 5 of 5

Revision: 02

Date: 16 Feb 2015

Supervisor/Boardman is responsible for distribution of such tasks among technicians. CS is responsible for verifying before CRS that such tasks distribution is proper. In case proper distribution is failed, CS cannot sign the CRS and turns the tasks back for proper performance. 2.23.05 Workshop Maintenance Tasks When a section or parts of a workshop unit or component of the flight safety critical items will be concealed during assembly and cannot be proven during inspection and functioning test in the bench or when installed in the aircraft, workshops manager may define independent inspection steps. Inspection is performed by relevantly authorized workshop technician. Workshops manager, in coordination with the workshop supervisor and engineer is responsible for ensuring that workshop critical tasks are identified and highlighted in the Shop Action Order Form OT-141 during preparation. Workshops CS is responsible that these independent inspections are carried out by qualified and authorized technician.

DRAFT REVIS

ION

MOE

Subject: 2.24 Reference to Specific Maintenance

Procedures


Page: 1 of 14

Revision: 02

Date: 16 Feb 2015

2.24 Reference to Specific Maintenance Procedures Specific maintenance procedures are described in this section of the MOE. These procedures are used in those cases where specific instructions from the approved manufacturer’s manuals are not present and/or additional instructions are considered necessary by the Company Specific maintenance procedures are listed as follows. 2.24.01 Work away from base or work shop including occasional Line maintenance as

per 145.A.75 2.24.02 Engine Run up 2.24.03 Aircraft Pressure Run (Cabin Pressurizing) 2.24.04 Aircraft Towing 2.24.05 Aircraft Taxiing 2.24.06 Technical Wash 2.24.07 Aircraft De-Icing 2.24.08 Handling and Control of Waste Materials 2.24.09 Scrapping of Parts 2.24.10 ESD Program

DRAFT REVIS

ION

MOE


Procedures


Page: 2 of 14

Revision: 02

Date: 16 Feb 2015

2.24.01 Work away from base or work shop including occasional Line maintenance as per 145.A.75 Maintenance away from the facilities out of the ones defined in MOE 1.08 is called "Work Away", and may be performed when these conditions are satisfied:

1. A clear work order requesting Work Away, is accepted, 2. Up to date approved technical data is used, 3. Job is performed by the authorized personnel, 4. Required tools, equipment and material is ready on site, 5. The required facility and environmental conditions are met, 6. A clear QA Manager approval on work away for the specific case, 7. EASA is notified before start of work.

The person to whom a work away authorisation is issued has been provided with all the necessary information and guidance relating to maintenance data and any special technical instructions associated with the specific task undertaken. This compliance must be evaluated in each case prior to accepting and commencing the work and assessed against the specific requirements related to the Scope of Work described in MOE 1.09. These services are provided on a case by case basis, when need arises, such as but not limited to, a corrective action upon an aircraft defect after base maintenance/defect rectification, as an answer to a warranty claim, etc. QA Manager is responsible for evaluation and written approval of Work Away. This approval is considered as part of maintenance records. NDT inspections and in-situ NDT inspection releases are not considered within the “work away” procedure. These works are normal inspection activities when required resources appropriately supplied during the process and do not require QA Manager approval when performed away. The place Work Away provision is applied is clearly indicated in the technical records. Because of its exceptional nature, a work away case cannot be considered as line maintenance though line maintenance release is permitted under work away process. It is important to note that, no line maintenance agreement under base maintenance scope of work can be signed unless line maintenance privileges clearly obtained, documented in MOE 1.09 and exposed explicitly on approval schedule. DRAFT R

EVISIO

N

MOE


Procedures


Page: 3 of 14

Revision: 02

Date: 16 Feb 2015

2.24.02 Engine Run up Engine run up is performed by authorized technician on subject engine type. After replacement of an engine, troubleshooting or part replacement on an engine, etc. the engine run up may be required by maintenance data. Technician authorization for engine run up is given in two different levels as follows;

1. Engine Idle Run: Authorized technician may run the engine only at idle status. 2. Engine Run up: Authorized technician may run the engine at all power values (idle,

run-up, high-power run etc.). The term “Engine Run Up” represents any one or a combination of the followings:

1. Starting the engine 2. Operating the engine, 3. Checking engine performance characteristics, 4. Normal and emergency engine operation, 5. Engine full power assurance, 6. Associated safety precautions and procedures.

For engine run-up training, simulators and/or real aircraft should be used. If run up requires high-power run/full power assurance, another technician (not necessarily having an engine run up authorization) authorized on subject aircraft/engine type must be available to observe engine run up in the cockpit. Authorized technician in run-up command is responsible for taking all necessary safety actions according to AMM and all other technical data, contacting ATC to obtain required permissions. If no authorized technician is available, engine run up can be performed by operator’s pilot.

DRAFT REVIS

ION

MOE


Procedures


Page: 4 of 14

Revision: 02

Date: 16 Feb 2015

2.24.03 Aircraft Pressure Run (Cabin Pressurizing) When required (such as but not limited to, after a troubleshooting in the cabin pressurizing system, maintenance data requirement after replacing a component or after a structural repair on the pressurized zone of the structure, etc.), aircraft pressure run may be performed by competent technician on aircraft. Another competent technician on subject aircraft type must be available to observe pressure run in the cockpit as inspector/observer of pressure run. Competent technician is responsible for applying all of the measurements written in AMM and only AMM references is used for pressure run. Whoever attends the pressure run test for any reason, he should not have serious health problems. The maximum value of the cabin pressure permitted on ground is 5.0 psi. For higher pressures, the aircraft should perform a dedicated flight.

DRAFT REVIS

ION

MOE


Procedures


Page: 5 of 14

Revision: 02

Date: 16 Feb 2015

2.24.04 Aircraft Towing When the park position or place of an aircraft is changed, the aircraft may to move towards its new parking place using an external towing tractor. The process of so moving is called “Aircraft Towing”. Necessary authorizations for aircraft towing process:

1. Tractor operator: Staff who have been provided with towing driving license and authorized.

2. Cockpit technician: -Technician holding the type training of the aircraft to be towed.

3. Interphone officer: Staff assuring the communication between Tractor Operator and Cockpit Technician who knows ICAO standard marshaling signs.

4. Marshallers: Staff communicating with Interphone Officer or tractor operator with ICAO marshaling signals to avoid aircraft to crash another aircraft, vehicle, item and/or building approaching on movement on the ground.

NOTE: All of the staff to be employed in Aircraft Towing must have the knowledge of ICAO Standard marshaling signals.

Procedure Cockpit technician has overall responsibility for taking all the required actions in accordance with AMM. He ensures that external condition of the a/c is in AMM standards. Tow bar and tractor to be used meet the standards. Relevant staffs are in the work place. Cockpit technician sits in captain (left) seat and after fulfilling the AMM requirements, ask ATC (tower) for permission of towing. After permission is granted by ATC, Tractor operator is informed via Interphone officer for the route to be followed. He shall continue to communicate with ATC, Tractor officer and interphone officer as required to ensure successful towing. Interphone officer organizes the towing process by evaluating the information provided by Cockpit, Tractor Operator or Signalers. According to this evaluation, he leads a safe towing process by giving directives to other staff. Tractor operator starts moving, proceeds and ends the towing process in accordance with the directives given by Interphone Officer. During the towing process, Tractor operator applies all of the directives given by Interphone Officer. Signalers, during the aircraft's towing, forwards information to Interphone Officer with ICAO standard hand signals to avoid aircraft's tail or wings to crash another aircraft, vehicle and/or approaching to building in a dangerous way. When the towing process is completed, Cockpit technician informs ATC and ensures all requirements are in AMM are applied before leaving the aircraft.

DRAFT REVIS

ION

MOE


Procedures


Page: 6 of 14

Revision: 02

Date: 16 Feb 2015

2.24.05 Aircraft Taxiing The Company staff is not authorized for taxiing an aircraft for any reason. When required, it should be performed by operator’s pilot.

DRAFT REVIS

ION

MOE


Procedures


Page: 7 of 14

Revision: 02

Date: 16 Feb 2015

2.24.06 Technical Wash External cleaning of aircraft is performed iaw AMM procedures. Health and environmental protection measures should be taken.

DRAFT REVIS

ION

MOE


Procedures


Page: 8 of 14

Revision: 02

Date: 16 Feb 2015

2.24.07 Aircraft De-Icing De-icing activities of aircraft are carried out in accordance with applicable AMM procedures and operator’s instructions. Inspections shall be carried out for removal of de-icing/anti-icing fluid residues as required.

DRAFT REVIS

ION

MOE


Procedures


Page: 9 of 14

Revision: 02

Date: 16 Feb 2015

2.24.08 Handling and Control of Waste Materials Refer to SEC-TII-016 procedure.

DRAFT REVIS

ION

MOE


Procedures


Page: 10 of 14

Revision: 02

Date: 16 Feb 2015

2.24.09 Scrapping of Parts 1. OBJECTIVE To define the procedure of scrapping of parts, components and materials in the company. 2. SCOPE All parts, components and materials processed for the maintenance activities within the company. 3. DEFINITIONS LRE: Document issued by Airbus, short for “List of Radioactive and Hazardous Elements”. CMM: Component Maintenance Manual (by Manufacturer). Unsalvageable: Term stating prohibition of a component to re-enter aviation supply system unless a solution has been approved in accordance with Part-21. Standard Part: Part manufactured in complete compliance with an established industry, Agency, competent authority or other Government specification which includes design, manufacturing, test and acceptance criteria, and uniform identification requirements. The specification should include all information necessary to produce and verify conformity of the part. It should be published so that any party may manufacture the part. Examples of specifications are National Aerospace Standards (NAS), Army-Navy Aeronautical Standard (AN), Society of Automotive Engineers (SAE), SAE Sematec, Joint Electron Device Engineering Council, Joint Electron Tube Engineering Council, and American National Standards Institute (ANSI), EN Specifications etc. Consumable Material: Any material which is only used once, such as lubricants, cements, compounds, paints, chemicals dyes and sealants etc. Rotable: Repairable spare part that can be repeatedly and economically restored to a fully serviceable condition. Component: Any component part of an aircraft up to and including a complete powerplant and any operational or emergency equipment. Donation: Getting out of ownership for various reasons (training, exhibition, etc.). 4. REFERENCES MOE 2.03 Storage, Tagging and Release of Aircraft Components and Material to Aircraft Maintenance, MOE 2.24.08 Handling and Control of Waste Materials OT-037 Scrap Material Form OT-038 Unserviceable Component Tag OT-060 Scrap Candidate Material List OT-061 Scrap Material Disposal Form OT-293 Scrap Material Delivery Form

DRAFT REVIS

ION

MOE


Procedures


Page: 11 of 14

Revision: 02

Date: 16 Feb 2015

5. PROCEDURE

.1 Materials Scheduled for Scrap

A part, component or material is subject to a scrap disposition process after technical consultation as “beyond economical repair” or "impossible to repair" from either of; a) An external workshop decision specialized in repair of subject part or component, b) An internal decision (scrap review decision) made internally by Engineering,

Supply, etc. After such consultation, the part, component or material is entered in OT-060 form for further actions.

.2 Customer Decision A part, component or material on Scrap Disposition is made, is subject to a Customer Decision before any further action. Customer may decide either of the followings: a) Return to customer, or b) Scrap on site.. In case “Return to Customer” decision is made, the item is directed to customer after proper records completed and signed including OT-037, OT-038 and OT-060. The company keeps the delivery records within the maintenance records as required by the MOE. In case “Scrap on site” decision is made, Storage Process requirements must be met.

.3 Storage Process In case “Scrap on site” decision is made, the item is stored in Scrap Store Area where segregated from other stored items until disposal. The item is accompanied by OT-037 and OT-038 while being kept in Scrap Store Area.

.4 Disposal Various disposal methods are applied depending on the nature of the item. Some items have specific disposal requirements that need to check related documents including LRE, CMM, etc. before mutilation. Cases are listed and the methods are explained below: a) Components and Rotables:

Item is disposed by either of the following methods in accordance with manufacturer’s instructions taking into account LRE, CMM and related other requirements..

• Cutting into two or more sections • Burning • Return to vendor • Melting • Any other appropriate method suitable for the type of component being

discarded

DRAFT REVIS

ION

MOE


Procedures


Page: 12 of 14

Revision: 02

Date: 16 Feb 2015

A component may be scrapped at shops of the company or at the approved external shops which the component is sent for maintenance. A scrap record is produced by filling and signing OT-061.

b) Standard Parts:

i. Washer, nut, insert, bolt, and similar items: Item is transferred to waste.

ii. Filter, bearing, cell, tie-bolt, rubber products and similar items: Item is mutilated (by cutting, welding, drilling, etc.)

c) Consumables – rugs, chemicals, liquids and similar:

Item delivered to the EHS (Environment, Health and Safety) unit with the form OT-293. These items are processed in accordance with MOE 2.24.08 Handling and Control of Waste Materials.

DRAFT REVIS

ION

MOE


Procedures


Page: 13 of 14

Revision: 02

Date: 16 Feb 2015

2.24.10 ESD Program This procedure aims to set a program when handling aircraft computers sensitive to Electrostatic Discharges (ESD). (a) References

1. The ARINC 606A (12-Nov-2004) contains an "ESD Control Program" with a specific Chapter applicable to Maintenance & Repair Organizations.

2. AMM 20-15-00 of the aircraft manufacturer. (b) General There is no exhaustive list of ESD sensitive components. However, we can consider that all components incorporating electronic devices are more or less sensitive to electrostatic discharges, although they may be protected by design from aggression coming from the connector. Today’s aircraft manufacturer equipment specifications require that LRU's shall not need ESD handling precautions unless opened (in shop) or unless being Printed Circuit Boards without housing. Apart from some specific parts, aircraft LRU's are not sensitive by design, to human originated Electro-Static Discharges on their connectors. Nevertheless, some exceptions remain for which specific maintenance procedures apply, as described in the manufacturer AMM applicable to the removal/installation of these parts. (c) Handling in A/C Concerning the handling of LRU's in the aircraft, the applicable precautions for every electronic LRU are given in the manufacturer AMM chapter 20-15-00.

1. As indicated in AMM, some units may require additional precautions like putting the blanking caps on their connectors.

2. There is also for example, the specific case of the Printed Circuit Boards without their own housings (examples include but not limited to PISA-Passenger Interface and Supply Adapter, PSU- Power Supply Unit, Cabin & Flight Crew Call system, etc.) which require precautions as per AMM.

3. The OBRM's which are not LRU's, require specific precautions (For example Airbus SIL 00-022).

(d) Handling in shop. The technician take the same handling precaution for every electronic components and parts, when opening them and working on them. The precautions regarding human generated Electro-Static Discharges while working on electronic equipment are ruled up by the equipment CMM. Technician ensures that the workstation is designed in such a way that the CMM requirements can be applied for the LRU's intended to be handled in the workstation. For more details the operator can refer to the CMM of each computer. These CMM's may in turn refer to standard ESD prevention techniques: wrist bonding for operators, anti-static foam for the electronic components. (e) Handling in Incoming Inspection and Store

1. ESD sensitive devices are handled using grounded wrist straps and conductive mats on the table or on the floor.

DRAFT REVIS

ION

MOE


Procedures


Page: 14 of 14

Revision: 02

Date: 16 Feb 2015

2. Parts should be packaged with ESD approved conductive packaging and when required, sealed with conductive tape.

3. ESD sensitive parts should not be stored with carpet, foam, vinyl or any other material that can store or produce an electrical charge.

4. Appropriate warning signs and decals are placed in areas where ESD sensitive parts handled.

5. Wrist straps and earthing mats should be tested and recorded at regular intervals. Such test results should be recorded and kept in the stores.

DRAFT REVIS

ION

MOE

Subject: 2.25 Procedures to detect and rectify

maintenance errors


Page: 1 of 3

Revision: 02

Date: 16 Feb 2015

2.25 Procedures to detect and rectify maintenance errors 2.25.01 Objective The objective of this procedure to set a management system to support Safety Management System (SMS) that make use of any means to detect and rectify maintenance error;

1. to enable the collection and evaluation of occurence reports, including the assessment and extraction of those occurrences,

2. to document incident, accident and maintenance errors including time and location of the occurrence, and all details needed to identify the factors contributing to such event,

3. to benefit from any incident, accident or maintenance error to make the system resistant to similar errors,

4. to enable and encourage free and frank reporting of any (potentially) safety related occurrence, in order to develop a Positive Safety Culture (Just Culture) to capture the operational knowledge and experience of emloyees and involve the employees in the safety achievement process,

5. to ensure that such personnel reporting deviations or safety related issues will be protected from penalty or reprisal action,

6. to identify factors contributing to incidents and use it to make the system resistant to similar errors,

7. to feedback to reportees, both on an individual and more general basis, to ensure their continued support for the scheme,

8. to identify adverse trends, corrective actions taken or to be taken by the organisation to address deficiencies and include evaluation of all known relevant information relating to such occurrences and a method to circulate the information as necessary.

This system aims to detect and rectify maintenance errors that could, as minimum, result in a failure, malfunction, or defect endangering the safe operation of the aircraft if not performed properly. In order to determine the work items to be considered, the following maintenance tasks should primarily be reviewed to assess their impact on safety:

1. Installation, rigging and adjustments of flight controls, 2. Installation of aircraft engines, 3. Overhaul, calibration or rigging of components such as engines, transmissions and

gearboxes. 2.25.02 Process (a) Reporting & Detecting Maintenance Errors – Internal Occurence Reporting

System Maintenance error detection can be carried out;

1. by the observation of the errors, by the technicians themselves, 2. by the controls carried out on the maintenance task application, 3. by the quality audits carried out by the quality system, 4. by analysis of flight incident, delays, pilot reports.

DRAFT REVIS

ION

MOE


maintenance errors


Page: 2 of 3

Revision: 02

Date: 16 Feb 2015

Additional information should also be processed, such as:

1. previous experiences of maintenance errors, depending on the consequence of the failure,

2. ınformation arising from the ‘occurrence reporting system’ running iaw this procedure, 3. EASA requirements for error capturing.

The Company has established an internal occurrence reporting system by using and filling the

OT-270, Base/Shop Maintenance Internal Occurence Report Form in BM, OT-039 Delay/Defect/Damage Report Form in LM.

It is the responsibility of all staff to report occurrences and maintenance errors detected during any maintenance process. Each staff working in maintenance is responsible for forwarding such report form filled to his immediate supervisor. Besides this, staff may forward such forms to Quality Manager using any means (email, dropbox, or handover) when he needs privacy without disclosing his name on the form. Any manager receiving such an internal occurrence report form, forwards a copy to Quality Manager for central database collection purpose. It is not possible to define precisely every significant hazard which requires reporting. What is judged to be reportable on one class of aircraft may not be so on another and the absence or presence of a single factor, human or technical, can transform a minor occurrence into a significant hazard or an accident. Judgment by the reporter of the degree of hazard or potential hazard involved is therefore essential in many cases. So, the reportables such as but not limited to below listed items may be reported;

1. fires, 2. uncontained engine failures, 3. in flight shut down, 4. critically low fuel states, 5. close proximity between aircraft, 6. any damage to aircraft structure whether or not the damage was minor or major, 7. any damage to aircraft components whether due to technical failure or improper

handling and or storage, 8. any injury to personnel regardless whether the person required hospitalization, 9. any problem related to shift handover or lack of communication, 10. any problem which was related to task interpretation which resulted or could have

resulted in task quality degradation, 11. any problem resulting from missing or use of wrong data, 12. any problem resulting from missing/unavailable or wrong tools, facilities or qualified

personnel, 13. etc.

(b) Investigation Investigation is performed by means of different investigation methods, such as, but not limited to MEDA, 8D (Eight Disciplines), DIVE, etc. Each method uses similar investigation tools like cause-effect diagrams, fishbones, poka-yoke mistakeproofings, relentless root cause analysis, 5-why analysis, etc. An investigation need is identified by QA Manager or another member of the Quality Management System as defined in MOE 1.03.

DRAFT REVIS

ION

MOE


maintenance errors


Page: 3 of 3

Revision: 02

Date: 16 Feb 2015

(c) Records Investigation process and meetings thereof are recorded in hardcopy or softcopy and kept as maintenance records. (d) Feedback to staff An immediate feedback to reporting staff is vital and this is performed by his manager or Quality Manager in person when so reported. A semi annual and annual report will be issued regarding the reporting system. It shall contain a summary of the reported incidents with an indication of the trends. It shall also show a graphical presentation on relation between each factor to give management a generalized view. The conclusion of investigation of these reports will be passed to the training center to use those data in the course of conducting continuation training for certifying staff and support staff. (e) Management analysis and actions in response to occurrence findings Management staff as defined in MOE 1.03 is responsible for incorporating the results and decisions of investigations as follows.

1. Teaching the cases and consequences to their staff, 2. Coordinating the common actions throughout the Company, 3. Taking into account actions of poka-yoke mistake proof suggestions and 4. Other necessary actions to prevent recurrence

DRAFT REVIS

ION

MOE

Subject: 2.26 Shift-Task Handover Procedures


Page: 1 of 4

Revision: 02

Date: 16 Feb 2015

2.26 Shift-Task Handover Procedures 2.26.01 Objective Shift-task handover is considered a risk factor for communication and work continuity problems between the outgoing person and incoming person, and may have negative effects to the quality and safety. The objective of defining the system for shift-task handover process is to guarantee the continuity of maintenance and inspection work. The Company policy is to perform best handover during shift-task deliveries to assure quality and safety. (a) Shift handover Shift work is an employment practice designed to make use of, or provide service across, up to all 24 hours of the clock each day of the week. The practice typically sees the day divided into "shifts", set periods of time during which different groups of staff take up their posts. The Company may apply shift system in order to augment the effectiveness of the manpower resources it have. (b) Task handover Task handover is considered a risk factor for communication and work continuity problems, and may have negative effects to the quality and safety. 2.26.02 Process In order to ensure human factor minimization on achieving quality and safety this process is run every time a task is handed over. Effective task and shift handover depends on three basic elements:

• The outgoing person's ability to understand and communicate the important elements of the job or task being passed over to the incoming person.

• The incoming person's ability to understand and assimilate the information being provided by the outgoing person.

• A formalized process for exchanging information between outgoing and incoming persons and a planned shift overlap and a place for such exchange to take place.

(a) Base Maintenance i. Recording of task handover Main recording elements of the handover are:

1. Task Card 2. Job Card 3. Engineering Order 4. Non-Routine Work Order 5. Job Handover Form OT-324

Hen an unfinished job is handed over to another technician, the form instructing the steps of the job is marked with the handover step including identity and date of handover on. A Job Handover Form OT-324 is filled and sticked on the same form where the following information is transferred:

DRAFT REVIS

ION

MOE



Page: 2 of 4

Revision: 02

Date: 16 Feb 2015

1. Aircraft registration 2. Maintenance Type 3. Task no 4. Date 5. Last performed step 6. Raised NRWO, if any 7. Installed tool on aircraft 8. Required part 9. Part status (order/shop) 10. Shop info 11. “Handover from” person identity 12. “Handover to” person identity

Any additional data is transferred to incoming person including facility status, work status, manning status, outstanding issues and other possible issues on the recording form. Refer to maintenance documentation form instructions for filling instructions as follows: Maintenance Documentation Forms Instructions


TT-BKM 2.13C (usage)


TT-BKM 2.13A (usage)


TT-BKM 2.13B (usage)

Job Card Form

TT-BKM 2.13D (usage)

ii. Responsibility Team leader remains responsible for a OT-324 form filling and attaching appropriately to the related task card/job card/engineering order/NRWO. Team leader also remains responsible for informing related SS about details for handover. iii. Shift case When shifts are applied in operations, all incomplete tasks should be informed by details to team leader/supervisor to be entered to Handover Register Book (with name of responsible staff, date, reference of the procedure used and last completed step as possible) to inform the incoming shift. Handover Register Book shall be signed by both outgoing and incoming supervisors. Additionally, verbal transfer and explanation of written information shall be done. Handover Register Book completion is the responsibility of the outgoing personnel. When possible, team leaders or support staff should be the same person(s) for similar tasks and successful handover. Significant tasks and problems should be highlighted on handover book to alert the incoming shift. A suitable place (such as dedicated board/room of the supervisor) should be selected for all handovers.

DRAFT REVIS

ION

MOE



Page: 3 of 4

Revision: 02

Date: 16 Feb 2015

Outgoing shift supervisor should not leave the work area unless written AND verbal handover is successfully completed AND handover register book is signed. Additionally, a phone list of all outgoing shift staff should be available for incoming staff. Sufficient time (15-30 minutes) will be good for incoming shift supervisor to be earlier at handover area to handover the handover book and significant items. If a task is incomplete, NRWO may be issued for task to allow outgoing staff record name, reference of the procedure used, last completed step and approval of him by his stamp on the NRWO as possible. To ensure continuity, the policy of SIGN-AS-YOU-GO is strictly followed. When an incomplete task is continued, incoming staff should check/inspect last 2 steps and then complete the task by following handover point. Sign-off completion is the responsibility of the personnel completing the specific step. (b) Line Maintenance i. Recording of task handover Main recording elements of the handover are: Shift Report Task Card / Job Card Engineering Order / Work Order Non-Routine Work Order When an unfinished job is handed over to another technician, the form instructing the steps of the job is marked with the handover step including identity and date of handover. Refer to maintenance documentation form instructions for filling instructions as follows: Maintenance Documentation Forms Instructions


TT-BKM 2.13A (usage)


TT-BKM 2.13B (usage)


TT-BKM 2.13C (usage)

Any additional data is transferred to incoming person including facility status, work status, manning status, outstanding issues and other possible issues using the Shift Report thru the link http://teknik.onurair.com.tr and automatically sent to required addresses. ii. Responsibility Shift Supervisor remains responsible for complete transfer of any information necessary for a healthy handover. iii. Shift Handover When shift is handed over, all incomplete tasks should be reported by details to Shift Supervisor to inform the incoming shift. Shift Supervisor issues the Shift Report to inform the incoming shift about the all completed and handed over works performed at the end of his shift. Additionally, verbal transfer and explanation of written information shall be done.

DRAFT REVIS

ION

http://teknik.onurair.com.tr/

MOE



Page: 4 of 4

Revision: 02

Date: 16 Feb 2015

Significant tasks and problems should be highlighted in the Shift Report to alert the incoming shift. A suitable place (such as room of the Supervisor) should be selected for the handover. Outgoing shift supervisor should not leave the work area unless written AND verbal handover is successfully completed AND Shift Report is issued. Additionally, a phone list of all outgoing shift staff should be available for incoming staff. Sufficient time overlap (15-30 minutes) will be good to discuss the significant items. If a task is incomplete, NRWO may be issued for task to allow outgoing staff record name, reference of the procedure used, last completed step and approval of him by his stamp on the NRWO as possible. To ensure continuity, the policy of SIGN-AS-YOU-GO is strictly followed. When an incomplete task is continued, incoming staff should check/inspect last 2 “action” steps before the handover point and then continue. Sign-off is the responsibility of the personnel completing the step. (c) Work Shop Maintenance i. Responsibility Certifying Staff remains responsible for complete transfer of any information necessary for a healthy handover. ii. Shift Handover Any data is transferred to incoming certifying staff including semi-finished product, facility status, work status, manning status, outstanding issues and other possible issues using the Workshop Job Compilation Form (OT-XXX) When shift is handed over, all incomplete tasks should be reported by details to the incoming shift. Certifying Staff issues the Workshop Job Compilation Form (OT-XXX) to inform the incoming shift about the all completed and handed over works performed at the end of his shift. Additionally, verbal transfer and explanation of written information shall be done. Significant jobs and problems should be highlighted in the Shift Report to alert the incoming shift. Sufficient time overlap (15-30 minutes) will be good to discuss the significant items if possible. To ensure continuity, the policy of SIGN-AS-YOU-GO is strictly followed. When an incomplete task is continued, incoming staff should check/inspect last 2 “action” steps before the handover point and then continue. Sign-off is the responsibility of the personnel completing the step. (d) Training of personnel in the process Personnel training is managed in accordance with Training Management Procedure TPM-EGT 0.3.7 and Training Standards as referred therein. This training includes the forms and usage instructions as referred in above paragraphs.

DRAFT REVIS

ION

MOE

Subject: 2.27 Procedures for Notification of Maintenance Data Inaccuracies and

Ambiguities to the Type Certificate Holder


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

2.27 Procedures for Notification of Maintenance Data Inaccuracies and Ambiguities to the Type Certificate Holder

2.27.01 Maintenance Data Inaccuracies and Ambiguities A “Maintenance Data Inaccuracy” is the quality or fact of having maintenance data parts/sentences that are not correct or exact and constitute suspect when interpreting it for use during a maintenance operation. A “Maintenance Data Ambiguity” is the possibility to express more than one interpretation of information, in maintenance instructions, words, illustrations, pictures, or other material in any media that lowers the desired level of specificity required during a maintenance operation. The Company set policy of “no inaccuracy tolerance” and “no ambiguity tolerance” In order to avoid maintenance errors originating from Maintenance Data Inaccuracies and Ambiguities. In order to conduct maintenance operations iaw this policy, following procedure applies. 2.27.02 Procedure Any inaccurate, ambiguous or incomplete maintenance data, such as AMM, CMM, IPC, SRM, NTM, SB, VSB, AD, STC or Part 21 approved data or maintenance document, such as task cards, EOs and WOs as defined in MOE 2.08 is immediately reported to Engineering Department by the user preferably with an Engineering Investigation Request Form (EIR, Form No OT-016) or by e-mail. Engineering Department shall initiate an investigation process on the same and do one of the following: (a) If the source of the maintenance data is OEM, Vendor, Authority, STC Holder or

Part 21 Approved Organisation, the procedure is as follows:

1. Report it to the originator iaw MOE 2.18. 2. Ask for advance corrected instruction. 3. Ask for corrective action. 4. Provide the Documentation System with corrected data or instructions. 5. Inform user.

(b) If the originator of the Maintenance Data is Engineering, the procedure is as

follows:

1. Correct the data. 2. Provide it to Planning, who will then provide it to the end user.

(c) If the originator of the Maintenance Data is one of the Planning, or PPC, the

procedure is as follows:

1. Advise related department to correct the document and to provide it to the user. 2. Advise the department of origin to the user.

(d) If task cards, EOs, WOs issued and furnished by customer/operator, the

procedure is as follows:

1. Report it to the customer iaw MOE 2.18. 2. Follow-up with customer until the document is corrected as necessary.

DRAFT REVIS

ION

MOE

Subject: 2.27 Procedures for Notification of Maintenance Data Inaccuracies and

Ambiguities to the Type Certificate Holder


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

3. Provide the corrected document to Planning to transmit it to user. (e) Records:

The Engineering Investigation Request file and attachments including the form and the supporting documents are kept in Engineering iaw MOE 2.14 until the time case is resolved and file closed.

The advance copies of the maintenance data shall be inserted to the server by Documentation Department. 2.27.03 Impact Assessment of Inaccurate or Ambiguous Maintenance Data The affected branch of work is temporarily be stopped by QA Manager and will only continue work after either of the above procedures run and clarification of the maintenance data is achieved. Any maintenance error originated from an Inaccurate or Ambiguous Maintenance Data is processed iaw MOE 2.25.

DRAFT REVIS

ION

MOE

Subject:

2.28 Production Planning Procedures


Page: 1 of 4

Revision: 02

Date: 16 Feb 2015

2.28 Production Planning Procedures 2.28.01 Base Maintenance For production planning, the Company employs an organizational unit as Production Planning Department (PPC) under VP Technical as described in MOE 1.05. Each maintenance work is initiated upon a clear work order identified with a unique project number. Such maintenance work is called as “project” in Wings System from which whole maintenance process from work order to CRS is managed through. Such project may be arisen upon a contract or a singular request with a clear work scope definition by the customer/operator. A project ranges from an individual work order to a complete C check package. Work order in Wings system is issued by PPC department. Workscope of this work order is clearly defined under this project number in the same system. A project may contain in its workscope

a. A single task or a group of tasks b. A single engineering order or a group of engineering orders c. A single NRWO or a group of NRWO

provided by customer/operator. In case of a specific request of customer/operator, or in a need of detailed instructions bound to a task or NRWO, Engineering may produce detailed Engineering Order or work instructions. PPC plans, initiates, coordinates and controls workflow of maintenance activities considering resources such as manpower, facility, material, tool & equipment and applicable maintenance data. PPC performs this function and control in detail iaw TPM-PPC 2.28 Production Planning procedure. See also TPM-BKM 2.28 for detailed Base Maintenance Project Management procedure. Application of critical tasks are identified, carefully observed and managed iaw MOE 2.23. It is the company policy not to apply overtime in maintenance, however, when required in extraordinary cases, a half man-day overtime in terms of working hours may be applied. No shift supervisor is employed since shift system is not used, however, check supervisors (aka. boardman) in coordination with aircraft base maintenance CS, determine who to control the related zones of the AC using personnel skills, competencies and abilities. 2.28.02 Line Maintenance

The main driver to determine whether a scheduled maintenance check shall be considered as “line maintenance” shall remain the content of the check. Additional tasks or constraints may be also associated to the check such as deferred items, rectification of defects, inspection requesting skilled workers, qualification of the certifying staff, environmental conditions, overall length of the tasks etc. Access to a hangar or hangar in the nearby shall be part of the decision making. a. Work Order Analysis and Decision Making 1 Line Maintenance Manager (LMM), PPC receives a CWR in any acceptable format from

the customer. This is an externally issued document that the company will run the below process.

2 LMM or PPC performs an analysis whether the work referred in CWR remains within the

approved scope of approval of the company.

DRAFT REVIS

ION

MOE

Subject:



Page: 2 of 4

Revision: 02

Date: 16 Feb 2015

a. By checking MOE 1.09 and associated documents. b. By consulting to Quality Assurance Management when MOE 1.09 check does not

result a satisfactory conclusion.

3 LMM or PPC decides either the WO can be performed by the company or not.

4 When decision is made as “WO can be performed by the company”; LMM or PPC takes into account each Task and constraints such as deferred items, rectification of defects, inspection requesting skilled workers, qualification of the certifying staff, environmental conditions, overall length of the tasks etc.

b. Utilizability Verification of Work Package Provided by the Customer 1 LMM or PPC verifies with the customer if the package delivered is utilizable by the

company. Refer to MOE 2L.02.02.

c. Control of Maintenance Documents 1 Control of maintenance documents, including maintenance data in manufacturer’s AMM,

IPC, WDM, ASM, SRM, CMM, NDT manuals, etc. as well as job cards and work sheets used are managed in accordance with MOE 2.08.

d. Resource Availability .1 Resource availability here refers to production resources availability, including,

maintenance personnel, part/material, tool/equipment, maintenance data/documentation, ground time and required facility necessary for a safe accomplishment of a task.

.2 LMM or PPC is responsible for ensuring the availability of the resources before performing a task.

.3 Maintenance personnel planning: .a The company’s maintenance personnel man power is based on different skills and

qualifications. For the definition of skills and qualifications, refer to TPM-KAL 3.8. .b For overall description of man-hour (M/H) planning and control in maintenance

activity, refer to MOE 2.. .4 Procedure for establishing part/material and tool/equipment requirements:

.a Each maintenance activity has its specific part/material and tool/equipment requirements as stated in the applicable maintenance data.

e. Contracting Maintenance

.1 The company may contract or subcontract maintenance activities when requested by customer.

.2 Maintenance organisations are chosen for their ability to perform the maintenance, and their certificated or non-certificated status.

.3 While a certificated organisation is called as “contractor”, a non-certificated one is called as “sub-contractor”.

.4 When the company sub-contracts a maintenance activity, MOE 2.01 “Supplier Evaluation and Subcontract Control Procedure” is applied.

.5 When the company contracts a maintenance activity, the following is applied:

DRAFT REVIS

ION

MOE

Subject:



Page: 3 of 4

Revision: 02

Date: 16 Feb 2015

.a Any work performed by a contractor will be inspected, as set forth in the incoming inspection procedure defined in MOE 2.02 “Acceptance / Inspection of Aircraft Components and Materials from Outside Contractors”, to verify that the work was performed in the manner requested by the purchase order and equivalent to the company’s standards.

.b A thorough review will be made of the maintenance record and on the authorized release certificate to ensure it adequately describes the work performed and/or references the document used to perform the work.

f. Resource Procurement

.1 In case a part/material need is identified before or during maintenance customer is responsible to provide the required part/material. .

.2 When a part/material shortage affecting timely performance is encountered during maintenance, the customer/operator is informed and the possibility of a decision for deferral is communicated.

g. Maintenance Personnel Organisation

.1 The company employs different skilled/qualified personnel in maintenance, management and quality audit activities. However, only a part of these personnel will be performing maintenance activities and, as a consequence, will be considered ‘Maintenance Personnel’.

.2 These Maintenance Personnel are classified as (See Figure 05): .a Authorised Maintenance Personnel:

i. Certifying Staff (CS); ii. Personnel authorised to ‘sign off’ maintenance tasks - Qualified

Mechanics (QM) and Qualified Inspectors (QI); and .b Unauthorised Maintenance Personnel.

Figure 05, Classification of Maintenance Personnel

CS QM

Authorized Unauthorized

Maintenance Personnel Other Personnel(Management, Audit, Logistics

Planning, Engineering, etc.)

Personnel

DRAFT REVIS

ION

MOE

Subject:



Page: 4 of 4

Revision: 02

Date: 16 Feb 2015

.3 Maintenance Personnel Organisation .a Authorised Maintenance Personnel is organised as to provide all necessary

performance work force and support during maintenance. .b Unauthorised Maintenance Personnel is a “candidate” Authorised Maintenance

Personnel, however allowed to perform maintenance, only under supervision of an Authorised Maintenance Personnel.

.c While they may administratively be taking part in a different organisational hierarchy, there is a distinct Quality Control Organisation amongst Authorized Maintenance Personnel in order to assure on time quality and safety of what is being performed in a maintenance activity.

h. Human Performance Management Human performance limitations are strictly observed while planning maintenance activities. Maintenance activity is planned by taking into account the availability of authorised staff, man-hour, tools, equipment, facility and ground time. Any person who is involved in man-hour planning has a detailed understanding of human performance limitations, complexity of work, critical tasks and additional factors and their applications. During a maintenance, the man power allocation is done by the LMM/PPC . i. Planning of Critical Tasks Tasks, if not performed properly, resulting in a failure, malfunction or defect endangering the safe operation of the aircraft are defined as Critical Tasks (CT). The detailed procedure is defined in MOE 2.23. 2.28.03 Workshop Maintenance Workshop component maintenance requested by customer/operator, is recorded with a CWO (Customer Work Order) to the Wings system by PPC. A CWO contain in its workscope detailed work instruction called Shop Action Order (SHA). SHA documents preparation responsibility using technical data (CMM, etc.) belongs to Workshop Maintenance Manager. Workshop maintenance is run iaw TPM-ATL 1.9.2 Shop Action Flow procedure. DRAFT R

EVISIO

N

MOE

Subject: 2L.00 ADDITIONAL LINE MAINTENANCE

PROCEDURES


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2L.00 ADDITIONAL LINE MAINTENANCE PROCEDURES This part covers sections on ADDITIONAL LINE MAINTENANCE PROCEDURES. MOE Part 2L provides additional procedures which are specific for the line maintenance environment, which have been not been covered in the MOE Part 2. Where a procedure, was already covered in the MOE Part 2 and there is no need of further detail to be added, a direct reference to the MOE Part 2 procedures is made.

DRAFT REVIS

ION

MOE

Subject:

2L.01 Line maintenance control of aircraft components, tools, equipment


Page: 1 of 3

Revision: 02

Date: 16 Feb 2015

2L.01 LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS, EQUIPMENT

2L.01.01 Component / Material Acceptance (a) At locations where the Company Stores Personnel is available: Component / Material acceptance is performed iaw MOE 2.02. (b) At locations where only authorized technician is available: Technician must be trained for Incoming Inspection. Following inspection steps must be satisfied before accepting the incoming components/materials:

• Ensure that all required documentation is available and is clearly relating to components/materials.

• Ensure that the components/materials are in compliance with order. • Ensure that the package is in good condition • Ensure that there is no disrepancy or confusion with the PN and SN data. • Ensure that the shelf life is not expired.

After receiving inspection, appropriate company Serviceable Tag is created and attached to the components/materials. Document copies of components/materials are sent to stores at the first opportunity. (c) Travel control of material between line maintenance stations: Station sending the material changes its storage status as “on transfer”. Material transferred to the new location. Following inspection steps must be satisfied before accepting the incoming components/materials which are already accepted and tagged with a Serviceable Tag in another station:

• Ensure that a serviceable tag is available and attached. • Ensure that the package is in good condition. • Ensure that the shelf life is not expired.

After receiving inspection, an “incoming inspection performed” indicator label is affixed to the components/materials package. Station receiving the material ensures (by confirming with base, or by updating the system) recording its storage status from “on transfer” to its new storage location. (d) Quarantine: Component/material that fails the incoming inspection is placed in quarantine and returned to the customer or the supplier by providing the reason for rejection.

DRAFT REVIS

ION

MOE

Subject:



Page: 2 of 3

Revision: 02

Date: 16 Feb 2015

2L.01.02 Components Removed Serviceable from Aircraft The components removed serviceable from the aircraft are processed iaw MOE 2.16.04. 2L.01.03 Procedures to Maintain Satisfactory Storage Conditions Storage of the material which is received from Aircraft, Supplier or the Customer, is the responsibility of the company Stores as defined in MOE 2.03. At locations where no stores personel is available, it is the technicians responsibility to ensure segregation of components, materials, equipment and tools. Technician on site is responsible to ensure the following :

• Access to the storage area is restricted to authorized personnel. • Material requiring special storage conditions shall be stored in a manner which

meets manufacturer’s requirements. • All electrostatic sensitive devices shall be handled iaw MOE 2.24.10 “ESD Program”

and manufacturer’s instructions. • Unserviceable parts must be kept separate from serviceable parts. • All parts must be protected from such as water, fire, dirt, theft etc. • All stored components and parts are correctly identified with serviceable /

unserviceable tag. • Uncertain, suspected parts and components are stored as quarantined until their

condition is determined. 2L.01.04 System for Control of Shelf Life and Modification Standard Shelf life of the stored material is controlled by stores personnel iaw MOE 2.03.03.04. Modification standard of the part is controlled iaw MOE 2.02.03. 2L.01.05 Tagging / Labelling System Material is tagged / labelled iaw MOE 2.03.03.02. 2L.01.06 Release of Components to the Maintenance Process Material is released for maintenance purposes from Stores iaw MOE 2.03.03.03. 2L.01.07 Free-issue Dispensing of Standard Parts Free-issue material is treated the same manner the company inventory material is managed. 2L.01.08 Tools and test equipment, servicing and calibration programme, equipment

register Identification of servicing / calibration due dates Tools and test equipment are accepted iaw MOE 2.04. Process of tools and test equipment calibration and servicing is managed iaw MOE 2.05. Tools and equipment servicing / calibration due dates are identified iaw MOE 2.05. 2L.01.09 Travel Control of Tool/Equipment Between Line Maintenance Stations Station sending the tool/equipment transfers the tool location from its originator location identifier to “700” in the Company MIS (Wings) – indicating the tool is shipped being transferred at that moment. Tool transferred to the new location.

DRAFT REVIS

ION

MOE

Subject:



Page: 3 of 3

Revision: 02

Date: 16 Feb 2015

Following inspection steps must be satisfied before accepting the incoming tool/equipment which already accepted and tagged with a Serviceable Tool Tag in another station:

• Ensure that a serviceable tool tag is available and attached. • Ensure that the package and the tool is in good condition. • Ensure that any inspection/servicing/calibration is not expired.

Station receiving the tool/equipment ensures (by confirming with base, or by updating the system) recording the tool location from “700” to its stored location identifier in the Company MIS (Wings).

DRAFT REVIS

ION

MOE

Subject:

2L.02 Line maintenance procedures related to servicing/fuelling/de-icing


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

2L.02 LINE MAINTENANCE PROCEDURE RELATED TO SERVICING/FUELLING/DE-ICING

2L.02.01 Technical and Maintenance Documentation Management Customer is responsible for providing approved maintenance data including but not limited to AMM, IPC, Line Maintenance Check forms/task cards and any relevant procedures of the customer which are required for accomplishment of specific maintenance activities such as servicing, fuelling, de-icing, etc. Technician on site is responsible for using the current approved maintenance data as provided. 2L.02.02 Company Technical Procedures / Instructions Management Before providing any contracted service to the customer, customer’s technical procedures are obtained by any means acceptable to both parties. These procedures are presented by an initial training and any time when a specific maintenance service is requested which is beyond the scope of the initial training. These procedures and related instructions may be provided by customer’s MCC when providing unscheduled services. 2L.02.03 Maintenance of Ground Support Equipment Maintenance of the Ground support equipment (GSE) used in LM is the responsibility of Facility Maintenance Manager (FMM) and are subject to a maintenance-inspection program. (a) Procedure for line station IST Equipment are entered in an electronic list in order to quickly find a record when needed and list is filtered monthly for a maintenance due. Maintenance requirements of GSE are defined and traced by using following forms for the stated purposes:

• Equipment Maintenance Information (Form OT-218) : Maintenance requirements and intervals are defined in this form.

• Equipment Maintenance Report (Form OT-220) : Performed maintenance and inspections steps are recorded for each equipment.

• Equipment Maintenance Record (Form OT-209) : Is used to trace performed and next maintenance status.

Maintenance records are kept as hard copy. Maintenance beyond the company capability or within warranty is acquired from out sources. OT-209 is updated according to the service order form. Any defect rectification request is submitted by the user to FMM. When modification required, a Facility Maintenance Work Order (Form OT-276) is filled and submitted to FMM. (b) Procedure for line stations other than IST Each GSE has a maintenance instruction as addressed by list of the equipments maintenance and operating instructions.

DRAFT REVIS

ION

MOE

Subject:

2L.02 Line maintenance procedures related to servicing/fuelling/de-icing


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

The list of the equipments maintenance and operating instructions is kept up to date by FMM. Maintenance instructions define how to perform regular maintenance to the equipment. The maintenance instructions are kept in individual folders at the station. The preperation, revision, publication and distribution of all instructions are the responsibility FMM. Responsible personnel defined in the maintenance instruction performs regular maintenance within the specified time given in the instructions. The maintenance is recorded on the OT-283 “Equipment Maintenance Record Form for Outstations”, which is attached on the equipment. When a failure occurs, FMM is informed by Line Maintenance Station Chief (LMC). If the failure can not be solved internally, the service is called for repair. Line Station Chief makes sure that the equipment becomes serviceable after repair. 2L.02.04 Ground de-icing (procedures / monitoring of sub-contractors) Ground de-icing service is the customer responsibility. 2L.02.05 Fuel supply quality monitoring (bulk storage / aircraft re-fuelling) Fuel supply process may be monitored depending on the contract to ensure that all safety warnings and precautions stated in AMM, customer’s policy and procedures if applicable are satisfied. 2L.02.06 Monitoring of sub-contracted ground handling and servicing Ground handling services may be monitored depending on the contract and according to customer’s manuals and procedures. For the specific case of towing and taxiing refer to MOE 2.24.

DRAFT REVIS

ION

MOE

Subject:

2L.03 Line maintenance control of defects and repetitive defects


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2L.03 LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE DEFECTS 2L.03.01 Reportable Defects All defects are reported by following entries:

• in the Aircraft Technical Log Book (ATLB) by Cockpit Crew (Pilot) or Technician • in the Cabin Maintenance Log Book (CMLB) by Cabin Crew

It is the responsibility of the Flight Crew (Cockpit/Cabin) and Technician to record the defects they notice during their duties on the aircraft. It is the responsibility of the Technician to ensure that necessary maintenance action is carried out for the reported defects. 2L.03.02 Rules for Deferring When a defect cannot be rectified due to lack of any resource or ground time, it can be deferred by the technician on site iaw the applicable MEL/CDL provisions and recorded in the ATLB with regards to the customer’s policy and procedures. 2L.03.03 Awareness of Deferred Defects Carried by Aircraft When a defect is deferred by the technician on site, customer is notified either via pilot or by the action entry in the ATLB, with regards to the customer’s policy and procedures. 2L.03.04 Analysis of Aircraft Technical Logbook Monitoring of Repetitive Defects, Crew Complaints and Cabin Log Items is the responsibility of the customer. Repetitive Defect policy and procedures are provided by the customer, and followed when necessary. 2L.03.05 Co-ordination with the operator Contact details, such as phone number, fax number, e-mail address of the related personnel or department is provided by the customer. If communications is found necessary during the operation, the customer is contacted by any practice advised by the customer, and coordination is established for exchange of information and further instructions.

DRAFT REVIS

ION

MOE

Subject:

2L.04 Line procedure for completion of technical log


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2L.04 LINE PROCEDURE FOR COMPLETION OF TECHNICAL LOG 2L.04.01 Technical Log System Technician on site is responsible for filling the Aircraft Technical Log Book (ATLB) as per Customer’s Company Policy and Procedures. Following information shall be entered in the ATLB page as minimum:

• Aircraft type and Registration • Defect description (if defect is recorded by the technician) • Rectification • Part/Component replaced (on and off PN and SN) • Approved technical data used • Place/Location (Sta.) • Date and time • Sign/stamp • A reference to EASA Part 145 approval number as EASA.145.0547 • A CRS statement as in MOE 2.16

2L.04.02 Training on Customer Operators Procedures and Maintenance Record

Completion Company Technical Procedures training for maintenance record completion is provided by an initial training for scheduled services . These procedures and related instructions are provided on demand in cases of unscheduled services requested. 2L.04.03 Certification / Sign-off Certification / Sign-off is performed iaw MOE 2.16 and iaw Customer’s Company Policy and procedures. 2L.04.04 Maintenance Duplicate Inspections ETOPS Certification When required prior to the maintenance on ETOPS aircraft, ETOPS Procedures Training is obtained from the customer. 2L.04.05 Retention of Records One copy of the related ATLB page is kept according to the following table.

Retention Period After Record Production Archive

Up to 30 days Kept at Line Maintenance Station (*) After 30 days Kept at the Company Archive iaw MOE 2.14 (*) Kept in an individual folder for each customer caring in a manner that ensures protection from damage (caused by flood, fire, etc.), alteration and theft.

DRAFT REVIS

ION

MOE

Subject:

2L.05 Line procedure for pooled parts and loan parts


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2L.05 LINE PROCEDURE FOR POOLED PARTS AND LOAN PARTS 2L.05.01 Verification of Approved Sources of Parts Pooled or loaned parts and components, received when accompanied with a valid certificate satisfying the acceptance requirements defined in MOE 2.02 Table 1, and are installed without full receiving inspection process, provided that the part is checked visually for obvious damage. Customer has the full responsibility on the verification of approved sources for material provided by the customer. 2L.05.02 Compliance with Loan and Contract Requirements Compliance with loan and contract requirements is the responsibility of the customer. 2L.05.03 Components Removed from Aircraft A component can be removed as serviceable from the customer’s aircraft when the customer requests to do so. If it is a pooled or loaned part and will be returned to the customer or its designated destination, it is certified with ARC iaw MOE 2.16.04.(c) and shipped as requested by the customer. In case MOE 2.16.04.(c) criteria not satisfied, the component is either identified as defective or quarantined item and processed accordingly. If it will be used on customer’s another aircraft, it is certified with a Serviceable Tag iaw MOE 2.16.04.(c) before installation. If found necessary or requested by the customer, the part is stored iaw MOE 2.03 until further instructions. The customer is responsible for advising course of action for removed loan parts. The loan parts removed by the technician from the aircraft and the related records are returned either to the customer or to the address provided by the customer.

DRAFT REVIS

ION

MOE

Subject:

2L.06 Line procedure for return of defective parts removed from aircraft


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2L.06 LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM AIRCRAFT

2L.06.01 Required Documentation Each unserviceable component removed from the aircraft during maintenance is identified using an Unserviceable Tag iaw MOE 2.19.01. 2L.06.02 Service Record Unserviceable part is tagged stating the information “removed from”, “position”, “date of removal”, “reason for removal” iaw MOE 2.19.02. Further follow up of the component and the attached tag is responsibility of the customer. 2L.06.03 Processing Advice of Removal (W/O) and Dispatch to Technical Records The advice of removal (Work Order) and original records are sent to the Customer according to customer’s procedures. 2L.06.01 Dispatch of the Part for Rectification The customer is responsible for advising course of action for removed unserviceable parts. The unserviceable parts removed by the technician from the aircraft and the related records are returned either to the customer or to the address provided by the customer. The unserviceable part is dispatched iaw MOE 2.20.

DRAFT REVIS

ION

MOE

Subject:

2L.07 Line procedure control of critical tasks


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

2L.07 LINE PROCEDURE CONTROL OF CRITICAL TASKS Refer to MOE 2.23 Control of Critical Tasks procedure.

DRAFT REVIS

ION

MOE

Subject: 3.00 QUALITY SYSTEM PROCEDURES


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

3.00 QUALITY SYSTEM PROCEDURES This part covers sections on QUALITY SYSTEM PROCEDURES.

DRAFT REVIS

ION

MOE

Subject: 3.01 Quality Audit of Organisation Procedures


Page: 1 of 10

Revision: 00

Date: 09 Oct 2014

3.01 Quality Audit of Organisation Procedures 3.01.01 The Quality System The Company has an independent Quality System. The Quality System monitors compliance of the operations with EASA Part 145, MOE and the associated procedures as well as strategies, objectives and policies in order to continuously improve the Company operation system. The Company Continuous Improvement is achieved in three nested levels A, B and C. (See Figure 1);

A. The Company Management Reviews Level, B. Independent Audits Level, C. Inspections and Release to Service Level.

In each Level, individual Continuous Improvement Cycles are applied. (See Figure 2, Figure 3, Figure 4). The head of the Quality System is the Accountable Manager however; it is day to day managed by the QA Manager who has direct access to the Accountable Manager concerning the Company Quality System in terms of operations performed under EASA Part 145 approval and is the manager of the QA department of the Company. Refer to MOE 1.05 Management Organisation Chart for a clear picture of the organisation. Besides QA department, a Management Review Board (as referred in Level A Continuous Improvement Cycle) is established in order to let management posts involve directly in the Quality System which is also headed by the Accountable Manager. The Management Review Board continuously oversees Quality System to assure consistency and harmony between maintenance operations, Management, Quality System and the requirements. 3.01.02 Audit Policy and Procedures The primary objective of the Quality System is to enable the organisation to ensure that it can deliver a safe product and that organisation remains in compliance with the requirements. As a policy, each procedure or activity employed in the Organization is subject to an Independent Audit (or Quality Audit, or shortly, Audit). It is recognized that compliance with procedures, quality standards and regulations is the duty of all personnel iaw the Quality and Safety Policy defined in MOE 1.02. The Audit (as referred in Level B Continuous Improvement Cycle) is an objective process of routine sample checks of all aspects of the Company’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. This process is bound to procedures in this MOE as;

1. MOE 3.01 Quality Audit of Organisation Procedures 2. MOE 3.02 Quality Audit of Aircraft or Components

Audit is documented and reported. Any nonconformity identified therein is also documented and is managed iaw;

3. MOE 3.03 Quality Audit Corrective Action Procedure All audit and nonconformity documentation is produced in English language.

DRAFT REVIS

ION

MOE



Page: 2 of 10

Revision: 00

Date: 09 Oct 2014

The processes (1), (2), and (3) are managed by Quality Audit Personnel (or Quality Auditor, or Independent Auditor, or shortly, Auditor). The Auditors work independently and are kept free from any influences or interventions. For these reasons a diverse selection of auditors constitute the auditor source of the Company. Auditors are qualified iaw;

4. MOE 3.06 Quality Audit Personnel As referred in Level C Continuous Improvement Cycle, an inspection and RTS for a maintenance execution is performed iaw MOE 2.16 Release to Service Procedure. A procedure may become subject to an Audit with or without any plan or a notification. The conditions of such cases may vary, e.g. an immediate or planned need for verification of whether the procedure is followed. Depending on this nature, an Audit is classified as;

1. Scheduled Audit, or, 2. Unscheduled Audit.

A Scheduled Audit is performed and repeated in regular intervals iaw a plan document, so called Audit Schedule. An Unscheduled Audit may be performed for a particular subject upon an immediate need arisen from any indications of the Company operations. (a) Audit Schedule The Company establishes an Audit Schedule to be completed during a specific calendar year period. The schedule will cover to review all aspects of the Company operation at least once within a period of 12 months iaw an accepted program. The frequency of the audits referred in the Audit Schedule may be increased at Accountable Manager's discretion but will not be decreased without the agreement of EASA. Decreasing the frequency up to 24 months is provisioned provided that there are no safety related findings and subject to being satisfied that the Company has a good record of rectifying findings in a timely manner. A decreased frequency is reverting back to a controllable rate when this track is broken away. It is considered unlikely that a frequency of greater than 24 months would not be acceptable for any audit subject. EASA GM 145.A.65(c) (1) should be used when preparing an Audit Schedule. It should cover;

1. All EASA Part 145 requirements, 2. All MOE procedures in all related operations, shops and departments, 3. All product lines in scope of work defined in MOE 1.09, 4. All special processes, 5. All other requirements arisen from other quality system requirements, 6. All subcontractors working under the Company Quality System, 7. Suppliers / contractors (if required).

The Company is required to monitor compliance with the requirements they have designed to ensure safe operations, airworthy aircraft, satisfied customer and the serviceability. The Audit Schedule considers significant changes to the management, organization, operations or technologies as well as the regulatory requirements. The schedule is flexible, and allows unscheduled audits when adverse trends are identified. Special emphasis is required upon past nonconformities managed iaw MOE 3.03 in a particular subject when preparing Audit Schedule.

DRAFT REVIS

ION

MOE



Page: 3 of 10

Revision: 00

Date: 09 Oct 2014

Procedure and product audits may be combined by selecting a specific product example, such as an aircraft or engine or component 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. Audit schedule should include night shift audit when applicable. The Audit Schedule is prepared by QA Manager and approved ultimately by the Accountable Manager before each audit year. Schedule is placed in the Company MIS (Lotus Notes FT Module). Lotus Notes FT Module User’s Guide K-00003 details the usage of this MIS. Whenever an audit in Audit Schedule cannot be performed, it is rescheduled in next 3 months. Reschedule date cannot exceed 3 months following the last day of the scheduled month. After rescheduling, QA Manager gives information to the EASA via email with the titles concerning;

1. The reason of rescheduling, 2. The impact of rescheduling, and, 3. New time projection for the rescheduling.

(b) Audit Process Audits are mainly categorized as follows in terms of subject nature;

1. Procedure audit (PA), 2. Product audit of A/C (PRD-Aircraft), 3. Product audit of components (PRD-Shop).

The Quality and Safety Policy recognises the need for all personnel to cooperate with the quality auditors iaw MOE 1.02.

1. Procedure audit (PA) A PA is quality audit of organisation procedures which are documented in the EASA Part 145, MOE and the associated documents.

2. Product audit of A/C (PRD-Aircraft) Refer to MOE 3.02 for this category auditing.

3. Product audit of components (PRD-Shop) Refer to MOE 3.02 for this category auditing.

An instance of the audit process is owned ultimately by the QA Manager through the assigned auditors. This process will consist of the following phases as detailed below;

1. Initiating the audit, 2. Preparing for the audit, 3. Executing the audit, 4. Audit completion, 5. Corrective action & follow-up.

Note 1: The process is run with extensive use of the Company MIS (Lotus Notes FT Module).

Lotus Notes FT Module User’s Guide K-00003 details the usage of this MIS and not every single step of the system usage is described in this procedure.

DRAFT REVIS

ION

MOE



Page: 4 of 10

Revision: 00

Date: 09 Oct 2014

Note 2: In absence or ineligibility of MIS due to the auditee’s network restrictions, manual

process forms are defined in MOE 5.01.

1. Initiating the audit.

The QA Manager initiates audits, according Audit Schedule. When QA Manager initiatiates an audit, his assigned auditor informs related department managers with details of audit such as; • Audit date and time, • Audit scope, • Auditors. Audit date and time can be negotiated with unit managers to find best fit date according to auditor’s and unit manager’s schedule. A scheduled audit should be complete in the calendar month specified in the Audit Schedule. QA Manager can postpone an audit one or more than a calendar month depending on workload. Unit managers cannot offer to postpone an audit to another month than scheduled. QA Manager nominates auditors for each audit 1 month time before audit date.

2. Preparing for the audit.

Auditors prepare for the audit. Auditors enter initial data of the audit with questions into MIS (Lotus Notes FT Module). This initial data is send to the unit manager(s) for approval using MIS (Lotus Notes FT Module). After approval auditors can use this initial data with questions. When QA Manager approves initial data, unit manager(s) will receive it over MIS (Lotus Notes FT Module). Audit preparations include following items; • Audit checklist preparation, • Sub forms preparation (if necessary), • Opening meeting preparation.

a. Audit checklist preparation.

The purpose of audit is to focus the auditor’s mind on what is to be reviewed and how to meet the audit objective. The auditor will need to be selective in what he investigates. Therefore, the results of research need to be documented in a manner that can be used during the audit. A checklist may be needed to meet this purpose. Auditor may prepare an audit scenario document which may be used to guide the auditor through the audit. Audit is not a knowledge test, so auditors should avoid questions knowledge testing.

b. Sub forms preparation (if necessary).

During audit, auditors may need some extra sub forms to collect evidence or data for statistics. If necessary, auditors can prepare sub forms to execute quick data collection, before starting the audit. These sub forms may be prepared in paper or in digital. They are are not mandatory and there is no need to keep them as quality records. But if they are attached to the final report, will help evaluating

DRAFT REVIS

ION

MOE



Page: 5 of 10

Revision: 00

Date: 09 Oct 2014

company and quality management performance when required even after long time. There is no standard form or design for sub forms. Auditors are free to design any form or piece of paper.

c. Opening meeting preparation. Meeting is held with related unit manager(s) before the audit to inform concerning the audit. The reason for that is to use this information during the audit to obtain maximum communication and familiarization between auditors and auditees.

3. Execution of audit. Execution of audit include following items; • Opening meeting, • Investigation and picking evidences, • Evaluation of the audit results, • Nonconformity statements, • Recording nonconformity, • End meeting. a. Opening meeting.

Audit starts with an opening meeting, which is managed by the auditor. The purpose of an opening meeting is to: o Introduce the members of the audit team to auditees, o Provide a short summary of methods and procedures to be used to conduct

the audit, o Review the scope and objective of the audit, o Establish the official communication links between the audit team and the

auditees, o Confirm that the resources and facilities needed by the audit team are

available, o Confirm the estimated time and date for the closing meeting, o Remind and make sure the auditees that the audit is not for finding

something, but checking the compliance and helping their systems Level B Continuous Improvement iaw MOE 3.01.

o Clarify any unclear details of the audit. Auditors will handle opening meeting with related unit manager(s). All auditors of the audit should attend to meeting. During opening meeting following items will be covered by lead auditor.

b. Investigation and picking evidences. Going through audit checklist or requirements. Auditors will use following methods to reach best information about related area. Auditors are free to add and remove questions from audit checklist during audit, depending on auditees’ performance and personnel attitudes.

DRAFT REVIS

ION

MOE



Page: 6 of 10

Revision: 00

Date: 09 Oct 2014

During investigation and evidence picking, the auditor will try to verify that; o Documentation exists, where necessary, o People are aware of procedures, o Procedures are being implemented, o Controls are effective, o Records show evidence of implementation. Evidences can be obtained in several ways, using various techniques, appropriate to the situation.

c. Evaluation of the audit results. The checklist, with any additional notes, is a record of what was examined and found during the audit against applicable requirements, procedures and products. When analyzed, it enables the auditor to verify that: o Audit objective was met, o There is no inadequate or conflicting information, o Control was satisfactory, o Nonconformity was found. The auditor should carefully review each note on the checklist.

d. Nonconformity statements. Where analysis of audit findings reveals a nonconformity, nonconformity statement is raised. Actually a nonconformity identified during an audit is a golden nugget and an opportunity for Level B Continuous Improvement. However, nonconformity statements can be taken as a criticism. Nobody likes to be criticized, so it is important that any nonconformity statement is de-personalized. The statement also needs to be accurate. The requirement should be stated clearly, with evidence of how the requirement has not been met. Often the requirement and evidence alone make an unsatisfactory situation clear. It is sometimes necessary, however, to add an additional statement to indicate what is wrong. This makes clear the nature of the nonconformity. There is no place for unsubstantiated statements in an audit. If the auditor does not have evidence that the requirement has not been met, then there is no nonconformity. Also, corrective action period must be discussed with auditee before the auditor issues the audit report. Nonconformity statements should provide; o A record of the nonconformity, o The auditee with understanding of the nonconformity o Level of nonconformity and agreed timeframe for rectification. Nonconformity levels and rectification time limits are defined as follows: o Level 1 nonconformity is any significant non-compliance with the Part-145

requirements which lowers the safety standard and hazards seriously the flight safety. This level is a show-stopper. The corrective action should be taken immediately before any operation continues.

DRAFT REVIS

ION

MOE



Page: 7 of 10

Revision: 00

Date: 09 Oct 2014

o Level 2 nonconformity is any non-compliance with the Part-145 requirements which could lower the safety standard and possibly hazard the flight safety. Time limit for rectification is agreed with the auditee, but in any case should not exceed 3 months. If the auditee requests an extention auditee and the QA Manager may extend the rectification time 3 months more at most.

o Level 3 nonconformity is an observation and is not any non-compliance with in regulation. It is recommended to accomplish an action to improve the system. No time limit applicable.

Once the audit findings have been written, careful consideration needs to be given to their importance.

e. Recording Nonconformity After completing audit, auditor will enter the raised nonconformities into MIS (Lotus Notes FT Module). Software sends it to for approvals of the accountability holders automatically. After electronic approval, nonconformity reports are sent to unit manager over MIS (Lotus Notes FT Module).

f. End Meeting At the end of audit, prior to preparing the audit report, the audit team will hold a meeting with the auditees. The main purpose of this meeting is to present audit observations to the auditee in such a manner so as to ensure that they clearly understand the results of the audit.

4. Audit completion. Audit completed with an audit report, and finalized on the Company MIS (Lotus Notes FT Module). After marking question results and mentioned any observation on the report, auditor sends an electronic notification to unit managers over the Company MIS (Lotus Notes FT Module) automatically. With this notification, unit managers are informed that audit report is complete.

a. Audit report content.

The audit report provides the auditee management with an overall assessment obtained through the audit. It should reflect accurately the verbal report given at the closing meeting, including audit findings and a summary statement. The report will develop; o With supporting evidence, o The observations made, o List of finding with reasons. Also recommendations for remedial action or further audits of specific topics may be concluded within the report.

b. Audit report distribution. The audit report will be prepared on the FT Software and distributed to the related unit managers in 10 working days.

DRAFT REVIS

ION

MOE



Page: 8 of 10

Revision: 00

Date: 09 Oct 2014

For external audit, beside finalizing audit report on the Company MIS (Lotus Notes FT Module), lead auditor fills External Audit Report Form OQ-009 to send auditee as paper or in digital.

c. Audit report retention. The audit reports are considered as technical records and managed iaw MOE 2.14 Technical Records Control procedure in general. However, being this procedure as basis for minimums, retention time must also conform with quality manual. Reports include all associated documents and references including audit plan, corrective action requests, closure proofs etc. and kept either in paper or electronic format.

5. Corrective action and follow-up. Refer to MOE 3.03 Quality Audit Corrective Action Procedure.

DRAFT REVIS

ION

MOE



Page: 9 of 10

Revision: 00

Date: 09 Oct 2014

Figure 1: The Company Quality System Continuous Improvement Levels

Figure 2: Level A Continuous Improvement Cycle

Management Review Process (Level A)

Operations &

Independent Audits

MR Board Decisions

Independent Audit Process (Level B)

Findings & Corrections

Independent Audits

Inspection/CRS Process (Level C)

Buy / CRS

Inspection

Management Review

Strategies, Objectives,

Policy

Maintenance Operations and

Quality Intervention

Management Review

Management Decisions

OPERATIONS

DRAFT REVIS

ION

MOE



Page: 10 of 10

Revision: 00

Date: 09 Oct 2014

Figure 3: Level B Continuous Improvement Cycle

Figure 4: Level C Continuous Improvement Cycle

Audit

Procedures and

Maintenance Data

Maintenance Operations

Audit

Report and Non-

conformities

Inspection / CRS

Production Plan / Work Instruction

A Maintenance Execution (e.g.,

Mechanic Sign off, wo completion)

Inspection / CRS

Buy / CRS (Inspector/CS/SS

sign off) or rejection DRAFT R

EVISIO

N

MOE

Subject: 3.02 Quality Audit of Aircraft or Equipment


Page: 1 of 2

Revision: 00

Date: 09 Oct 2014

3.02 Quality Audit of Aircraft or Equipment 3.02.01 General Normal quality action of products released is included within the release to service procedure MOE 2.16. Inspectors, CS and SS are responsible for these controls applied before release to service as described in MOE 2.16. This is considered as a Quality Control activity rather than Quality Assurance. Audit of aircraft or equipment refers to an objective overview of the complete maintenance related activities and is intended to complement the quality of MOE 2.16 application procedue for certifying staff to be satisfied that all required maintenance has been properly carried out before issue of the certificate of release to service. In such an audit all aspects of release to service is investigated iaw audit schedule as described in MOE 3.01. These audits should include a percentage of random audits carried out on a sample basis when maintenance is being carried out. The independent audits should sample check one product on each product line every 12 months as a demonstration of the effectiveness of maintenance procedures compliance. For the purpose of the independent audit, a product line includes any product under an approval class rating iaw MOE 1.09 and specified in the approval schedule. Product audits may be combined with the procedure audits, when clearly documented, by selecting a specific product example, such as an aircraft or engine or instrument or component 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. 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. Annual product related audits covered in Audit Schedule (considering MOE 1.09 Scope of Work) as minimum:

1. Product audit of A/C (PRD-Aircraft) - All types of aircraft product lines from each A1 ratings.

2. Product audit of components (PRD-Shop) - All types of components from each component Cx ratings, - All type of methods of D1 NDT ratings,

All product audits are also performed in accordance with procedures described in MOE 3.01. All product audits are documented using audit reporting procedures. 3.02.02 Quality Investigations There may be additional audit activities in terms of investigating an escape identified after CRS upon request or QA Manager’s sole discretion. The initiating reasons may include root cause analysis results and investigation needs resulting from those. Such investigations are also documented using audit reporting procedures.

DRAFT REVIS

ION

MOE

Subject: 3.02 Quality Audit of Aircraft or Equipment


Page: 2 of 2

Revision: 00

Date: 09 Oct 2014

3.02.03 Audit Report Retention The audit reports are considered as technical records and managed iaw MOE 2.14 Technical Records Control procedure.

DRAFT REVIS

ION

MOE

Subject: 3.03 Quality Audit Corrective Action Procedure


Page: 1 of 4

Revision: 02

Date: 16 Feb 2015

3.03 Quality Audit Corrective Action Procedure 3.03.01 Nonconformity Identification All nonconformities require corrective action. A nonconformity may be originated from any operational indication including but not limited to below listed sources;

1. Quality Audit of Organisation Procedures performed iaw MOE 3.01, 2. Quality Audit of Aircraft or Equipment performed iaw MOE 3.02, 3. Any escape from any of the procedures/processes described in EASA Part 145, 4. Any escape from any of the procedures/processes described in MOE, 5. Any escape from any of the procedures/processes described in Associated

Procedures, 6. Any escape reported from any of the released/in-process aircraft/aircraft component

customer as a customer feedback, complaint, or report, 7. Any deviation from a contract between customer/operators and the Company, 8. Any publicized report, news or any other indication, 9. Any confidential report when found considerable, 10. Any nonconformity identified in a contractor’s/subcontractor’s system, 11. Any indication from any auditing body when the Company externally audited is also

taken as a source of nonconformity; a. By EASA, b. By a customer or a candidate customer, c. By a third country authority when such audit taken place.

Should such a nonconformity is arisen, QA Manager will request a Corrective Action Request (CAR) and monitors corrective actions in the Company MIS (Lotus Notes FT Module). Lotus Notes FT Module User’s Guide K-00003 details the usage of this MIS. After making an entry of a nonconformity to this system, it stays open until it is appropriately closed iaw this procedure. Note 1: The process is run with extensive use of the Company MIS (Lotus Notes FT Module).

Lotus Notes FT Module User’s Guide K-00003 details the usage of this MIS and not every single step of the system usage is described in this procedure.

Note 2: In absence or ineligibility of MIS due to the auditee’s network restrictions, manual

process forms are defined in MOE 5.01. 3.03.02 Corrective Action, Route Cause Analysis and Preventive Action A nonconformity requires a plan for corrective action. When such nonconformity identified, QA Manager and the unit manager responsible for the area nonconformity identified agrees on the plan and timescales of Corrective Action (CA), Root Cause Analysis (RCA) and Preventive Action (PA). In case the nonconformity arisen after an audit performed iaw MOE 3.01 or MOE 3.02, the auditor enters the audit report and findings together to the Company MIS (Lotus Notes FT Module) to the QA Manager. MIS sends the report and the findings to the auditee after QA Manager approval (CAR). Auditee unit manager nominates a responsible person and sends the CAR to him for rectification. Responsible person has to make a RCA and enter with the CA and PA on the related portion of the CAR and send it to the auditee unit manager for approval. Auditee unit manager send it to the auditor for evalution if found satisfactory.

DRAFT REVIS

ION

MOE



Page: 2 of 4

Revision: 02

Date: 16 Feb 2015

Auditor evaluates the RCA, CA and PA, performs a follow-up audit if it is necessary and sends it to the QA Manager for approval if finds satisfactory. If not, rejects it and sends back to the auditee unit manager with the reason of rejection. (a) Corrective Action (CA) Corrective action of a nonconformity consists of an immediate action, a root cause analysis and preventive actions to mistakeproof the system. It is required that responsible unit manager to take timely corrective action on nonconformities identified. Though corrective action may be delegated to the employees, it remains a management responsibility. The auditor has provided a valuable service by finding the nonconformity and reporting it in a way that is clearly understandable to the auditee. The reported nonconformity is almost always the symptom of the problem, not the cause. After completing the audit, auditor will enter the non-conformance into the MIS. System sends it to QA Manager for approval, automatically. After QA Manager approval, non-conformance report will be sent to an area manager over MIS for internal audits. For external audit, while entering non-conformance, auditor will prepare a three-part nonconformance report to send to the auditee in paper or in digital. Either area managers will design corrective actions by themselves or area managers and auditors will design corrective actions within teamwork.

1. Corrective Action Elements

Area managers need to focus on the following elements to find the best corrective action.

• Identification of the finding or concern and the need for immediate action. • Analysis of objective evidence to determine the root causes of the finding or

concern. • What corrective actions are required to ensure that the non-conformity does

not recur • Identification of planned corrective steps to take to ensure that the non-

conformity will not recur. • Implementation schedule, including a time frame for putting corrective actions

in place. • Allocation of resources by the Accountable Manager where approriate.

Individuals or departments are responsible for implementing the corrective actions. The Quality Manager will:

• Ensure that corrective action is taken in response to negative findings, • Verify that corrective action includes the elements outlined above, • Monitor the implementation and completion of corrective action, • Evaluate the effectiveness of corrective action through the follow-up process.

2. Designating Responsible Person and Department Internal Sufficiency Control (For

Internal Audit) Whenever non-conformance report is received by area manager, he/she will designate a responsible person from his department for actions. This person and his/her actions are visible to Quality over MIS for better follow-up.

DRAFT REVIS

ION

MOE



Page: 3 of 4

Revision: 02

Date: 16 Feb 2015

After action, designated person will send non-conformance form to area manager for sufficiency control. If corrective actions are accepted by area manager, nonconformity form will be redirected to Quality for follow up over MIS, by area manager. If area manager does not accept actions, he/she will send back to designate person with his request.

(b) Root Cause Analysis (RCA) Root cause is an initiating cause of a causal chain which raises nonconformity. All personnel, in particular the managements personnel is obliged to evaluate route cause of nonconformity and design corrective / preventive actions to stop repeating. When corrective actions taken, unit manager needs to be sure that route cause of non conformity is expressed in the same record. To identify root causes, the Company has developed and implemented analytical and formal tools and methods such as Eight Disciplines, MEDA, DIVE, etc. Root couse analysis tools and methods are documented as part of corrective action records. (c) Preventive Action (PA) Preventive action is the immediate action for adverse trends to preclude safety and airworthiness hazards before long life corrective action. Being essentially proactive, the aim of preventive action is to use all sources of information to identify, analyze and eliminate potential nonconformities. (d) Acceptance of Actions When CA, RCA and PA found satisfactory, QA Manager accepts the actions and nonconformity record is closed. (e) Unsatisfactory Actions When QA Manager is not satisfied of any of the CA or RCA or PA, QA Manager rejects and send CAR back to the related unit manager by MIS. When a nonconformity CA, RCA or PA is unlikely to be produced in its agreed time frame, the responsible person may requests an extention from QA auditor via Lotus computer system with the acceptable reason.. QA Manager reports to the Accountable Manager if the findings not closed in agreed time frame including extension time. (f) Follow-up All audit findings and nonconformities identified iaw this procedure are subject to a follow-up process. Whenever area manager completes the corrective action, designated follow up person responsible starts corrective action conformation. Designated follow up person will receive follow up request over MIS for internal audit and he will receive either email or fax from external auditee to start follow up. When external auditee sends the follow up request, they need to attach, all necessary evidence regarding actions. When the evidence indicates that corrective action has been effective, the auditor will close out the non-conformance. Close

DRAFT REVIS

ION

MOE



Page: 4 of 4

Revision: 02

Date: 16 Feb 2015

statement will be entered to the MIS by follow up responsible person. Together with entering statement into software an e-mail or fax will be sent to external auditee for external audit. 3.03.03 Feedback to the Accountable Manager Quality Feedback Report should be a summary of all audit and nonconformity activities. Level 1 nonconformities and overdue ones should be brought to the Accountable Manager’s attention in three workdays. Whenever QA Manager needs to feedback the Accountable Manager about any subject, he may not need to wait regular feedback date. 3.03.04 Feedback to EASA QA Manager feedbacks to EASA, regarding quality activities whenever requested. 3.03.05 Failure to Close Out Nonconformities stayed open exceeding allowed open status period should be placed in the Accountable Manager feedback report when there remains no extension possibility iaw this procedure. The Accountable Manager has an ultimate responsibility for resourcing the corrective action and ensuring through the QA Manger that the corrective action has re-established compliance with the standard required by Authorities and any additional requirements defined by the Company. These cases are transferred to the Accountable Manager responsibility with transfer proofs produced and recorded in the system. 3.03.06 Nonconformity Record Retention The audit reports are considered as technical records and managed iaw MOE 2.14 Technical Records Control procedure. 3.03.07 Management Reviews Management Review Board (as referred in Level A Continuous Improvement Cycle in MOE 3.01) is established in order to let management posts involve directly in the Quality System which is also headed by the Accountable Manager. The Management Review Board continuously oversees Quality System to assure consistency and harmony between maintenance operations, Management, Quality System and the requirements. This is conducted by coordination of Quality at least twice a year latest. Meetings include in their agendas the progress of quality system. Open findings and overdue actions are taken into consideration and a shared decision is produced within. DRAFT R

EVISIO

N

MOE

Subject: 3.04 Certifying Staff and Support Staff Qualification and Training Procedures


Page: 1 of 12

Revision: 02

Date: 16 Feb 2015

3.04 Certifying Staff and Support Staff Qualification and Training Procedures 3.04.01 Scope and Purpose This procedure covers the process of qualification and training of the personnel who intends to be authorized as CS and/or SS under the Scope of Work defined in MOE 1.09. 3.04.02 Definitions (a) Certifying Staff (CS) Personnel responsible for the release of an aircraft or a component after maintenance. (b) Base Maintenance CS Aircraft type rated staff qualified iaw this procedure to release the aircraft base maintenance. (c) Support Staff (SS) Aircraft type rated staff qualified iaw this procedure to support the aircraft base maintenance CS. (d) Component CS Component maintenance qualified iaw this procedure to release the component maintenance. (e) NDT CS NDT qualified staff as iaw this procedure to release the NDT inspection. 3.04.03 Qualification, Experience, Training and Competence The qualification requirements (basic license, aircraft ratings, recent experience and continuation training) are identical for CS and SS in base maintenance. The only difference is that support staff cannot hold certification privileges when performing this role since during base maintenance the release to service will be issued by category C CS. The organisation may use as SS (for base maintenance) persons who already hold certification privileges for line maintenance when satisfied this procedure. The qualification requirements of component CS do not include any aircraft maintenance license. The qualification requirements of NDT CS do not include any aircraft maintenance license; however include being qualified as an NDT Inspector iaw MOE 3.11 and subsequent procedures. Trainings plan for CS and SS is managed by the TD in coordination with the VP Technical, Line, Base and Shops Maintenance Managers and QA Manager. As a general rule, maintenance training organisations (MTO) where the aircraft type trainings taken from are approved iaw EASA Part 147. However, Appendix IV to Part-145 (and consequently UG.CAO.00006.001) offers the possibility to assess the equivalency of trainings and examinations performed by non-EASA MTO. Therefore it is possible to authorize such

DRAFT REVIS

ION

MOE



Page: 2 of 12

Revision: 02

Date: 16 Feb 2015

staff having received their aircraft type trainings from non-EASA MTO. Such trainings are assessed iaw Check list 2 of para 7.7 of EASA UG.CAO.00006-001 document. Component maintenance trainings are provided by the component manufacturer, organizations recognized by manufacturer or by Part-145 organizations having related component rating on approval schedule. Details of qualification, experience, training and competence requirements are described in Table 1 thru 3. TABLE 1. QUALIFICATIONS

Code Category C B1 B2 COMP

(Case 1) COMP (Case 2)

NDT

A ** Basic Properties ** A.01 Licence DGCA SHY-

66 Category C * DGCA SHY-66 Category B1 * For line maintenance performed within the EU territories, EASA Part 66 Category B1

* DGCA SHY-66 Category B2 * For line maintenance performed within the EU territories, EASA Part 66 Category B2

NA NA NA

A.02 Education level

NA (covered by licence requirement)



* Secondary school * (The minimum educational level should be a school level or apprenticeship justified by the appropriate certificates)

* Secondary school * (The minimum educational level should be a school level or apprenticeship justified by the appropriate certificates)

iaw MOE 3.11

A.03 Basic training level




* Aeronautical / technical school * Aeronautical military school * QA assessment on complexity of scope of auth.

* Technical school * Aeronautical military school * QA assessment on complexity of scope of auth.

iaw MOE 3.11

A.04 Experience * 8 years * may include experience assessed with OT-320 for newly hired personnel

* 5 years * may include experience assessed with OT-320 for newly hired personnel

* 5 years * may include experience assessed with OT-320 for newly hired personnel

* 2 years * (at least 12 months of practical experience in the specific component maintenance area) * may include experience assessed with OT-320 for newly hired personnel * (consider records of experience)

* 2 years * (at least 12 months of practical experience in the specific component maintenance area) * may include experience assessed with OT-320 for newly hired personnel * (consider records of experience)

* 2 years * may include experience assessed with OT-320 for newly hired personnel DRAFT R

EVISIO

N

MOE



Page: 3 of 12

Revision: 02

Date: 16 Feb 2015



NDT

A.05 Recent Experience

At least 6 months of actual relevant aircraft or component maintenance experience in any consecutive 2 year period as detailed in 3.04.04 (b). May be superseded the requirements B.01 thru B.03 as applicable.



At least 6 months of actual relevant aircraft or component maintenance experience in any consecutive 2 year period as detailed in 3.04.04 (b). May be superseded the requirements B.01 and B.02 as applicable.



A.06 Minimum age

21 21 21 21 21 21

A.07 Language Language assessed iaw TPM-KAL 3.14.

Language assessed iaw TPM-KAL 3.14.





A.08 Competence iaw MOE 3.14.

iaw MOE 3.14.

iaw MOE 3.14.

iaw MOE 3.14. iaw MOE 3.14. iaw MOE 3.14.

A.09 Certification Authorization

iaw MOE 3.04, Cat C Base Maint CS.

* iaw MOE 3.04, * Cat B1 Base Maint SS, * Cat B1 Line Maint CS.

* iaw MOE 3.04, * Cat B2 Base Maint SS, * Cat B2 Line Maint CS.

iaw MOE 3.04, Cat COMP Workshop Maint CS.

iaw MOE 3.04, Cat COMP Workshop Maint CS.

iaw MOE 3.04, Cat NDT Specialized service CS.

TABLE 2. INITIAL TRAININGS



NDT

B ** Initial Training ** B.01 Relevant

Technology (for each A/C type or component)

AC Type Training as rated iaw Appendix IV 1. (f)

AC Type Training as rated iaw Appendix IV 1. (e)

AC Type Training as rated iaw Appendix IV 1. (e)

Component Training

Component Training

iaw MOE 3.11

B.02 Practical Training

iaw Part 66 iaw Part 66 iaw Part 66 (if B.04 is Part 145 AMO): component is available for practical training purpose

(if B.04 is Part 145 AMO): component is available for practical training purpose

iaw MOE 3.11

B.03 OJT iaw MOE 3.15 & Part 66

iaw MOE 3.15 & Part 66

iaw MOE 3.15 & Part 66

NA NA iaw MOE 3.11

B.04 Training source

* (1) EASA Part 147 organisation * (2) Other (assess training per MOE 3.04)



* OEM * OEM recognised Training Org. * Part 145 AMO (consider B.05, B.06 and B.07)

* OEM * OEM recognised Training Org. * Part 145 AMO (consider B.05, B.06 and B.07)

iaw MOE 3.11

DRAFT REVIS

ION

MOE



Page: 4 of 12

Revision: 02

Date: 16 Feb 2015



NDT

B.05 Trainer qualification 1 (if Part 145 AMO)

NA (for COMP CS only)



can demonstrate he has received training to an appropriate level for the subject component * (consider level of maintenance*2)

can demonstrate he has received training to an appropriate level for the subject component * (consider level of maintenance*2)


B.06 Trainer qualification 2 (if Part 145 AMO)




appropriately authorized by the part 145 Organization and is able to demonstrate a significant experience on the relevant component maintenance

appropriately authorized by the part 145 Organization and is able to demonstrate a significant experience on the relevant component maintenance


B.07 Syllabus (if Part 145 AMO)




reviewed by Engineering Manager and/or the Quality Manager

reviewed by Engineering Manager and/or the Quality Manager


B.08 Tool/specific equipment training (if Part 145 AMO)




* OEM * Specific tool/equipment manufacturer * Part 145 AMO

* OEM * Specific tool/equipment manufacturer * Part 145 AMO


B.09 Bench test (for the use of specific tools required by the OEM maintenance data) qualification/training (if Part 145 AMO)




* OEM * Test bench manufacturer * Part 145 AMO

* OEM * Test bench manufacturer * Part 145 AMO


B.10 Organization Procedures

MOE and associated procedures






B.11 HF iaw MOE 3.13.

iaw MOE 3.13. iaw MOE 3.13. iaw MOE 3.13. iaw MOE 3.13. iaw MOE 3.13.

B.12 Aviation Legislation

iaw Appendix 1 to Part 66 Module 10






B.13 FTS Refer to Training Matrix document and Appendix IV “Fuel Tank Safety training” to AMC to

Refer to Training Matrix document and Appendix IV “Fuel Tank Safety training” to AMC to 145.A.30(e)





DRAFT REVIS

ION

MOE



Page: 5 of 12

Revision: 02

Date: 16 Feb 2015



NDT

145.A.30(e)

B.14 EWIS Refer to Training Matrix document and training program in AMC 20-22

Refer to Training Matrix document and training program in AMC 20-22





TABLE 3. CONTINUATION TRAININGS



NDT

C ** Continuation Training ** C.01 Relevant

Technology (for each A/C type or component)

iaw 3.04.04 (c)

iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.11 & iaw 3.04.04 (c)

C.02 Source * Part 145 AMO

* Part 145 AMO

* Part 145 AMO

* OEM * OEM recognised Training Org. * Part 145 AMO

* OEM * OEM recognised Training Org. * Part 145 AMO

iaw 3.11 & iaw 3.04.04 (c)

C.03 Organization Procedures

iaw 3.04.04 (c)

iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c) iaw 3.04.04 (c)

C.04 HF iaw MOE 3.13

iaw MOE 3.13 iaw MOE 3.13 iaw MOE 3.13 iaw MOE 3.13 iaw MOE 3.13

C.05 FTS Refer to Training Matrix document and Appendix IV “Fuel Tank Safety training” to AMC to 145.A.30(e)






C.06 EWIS Refer to Training Matrix document and training program in AMC 20-22






*1: Reference: EASA MOE 3.04, EASA Part 145 Appendix IV, UG.CAO.00006-001 Section 7 & 8. *2: Level of maintenance: Means Overhaul, test, repair, Level 1, 2 and 3 for electronic / electric components as addressed in the CMM. "COMP Case 1: * Hydraulic components (L/G assy, actuator, etc ..) * Electronic components

DRAFT REVIS

ION

MOE



Page: 6 of 12

Revision: 02

Date: 16 Feb 2015

( card assy, mike, head set, etc...) * Mechanical components (wheel, Brake unit, structure,..) * Electronic Units (computers, com/nav receiver, indicators, power supplies,)" "COMP Case 2: * Electrical components (Motors, actuators, chargers, power supplies, batteries, etc..) * Instruments * Cabin Equipment (BFE, PSU, Pax Entertainment) * Safety equipment (life raft, life jacket, O² bottle, O² masks,..)" 3.04.04 Validity Control of Authorization The Company issues a certification authorisation to CS and SS with a validity period and a clearly defined scope in relation to the limitations as follows. These limitations are recorded in the CS or SS authorization document and in records refined in MOE 3.05, Certifying Staff and Support Staff Records procedure. (a) License validity control The Company issues a certification authorisation to CS or SS in relation to the basic categories or subcategories and any type rating listed on the aircraft maintenance license, provided that the license remain valid throughout the validity period of the authorisation and the CS or SS remain in compliance with this procedure. The license validity is under the responsibility and control of the Training Department. QA manager may need to confirm such fact with the competent authority that issued the license. The Company issues a certification authorisation to NDT CS in relation to the inspector privileges validity in compliance with MOE 3.11. The validity of inspector privileges is under the responsibility and control of the QA manager. No license validity is required when the Company issues a certification authorisation to a COMP CS. Authorization validity is limited to 2 years maximum. (b) Recent experience control The Company ensures that all CS and SS are involved in at least 6 months of actual relevant aircraft or component maintenance experience in any consecutive 2 year period. For aircraft maintenance, this may be replaced by meeting the provision for the issue of the appropriate privileges as described in EASA Part 66.A.20(b)2. This experience may include exercising the privileges of a certification authorization and carrying out maintenance. For this purpose it is ascertained that the authorization holder used his privileges for at least 6 months in the past 24 months proven either by:

1. Technician Log Book, or, 2. Maintenance records, or,

DRAFT REVIS

ION

MOE



Page: 7 of 12

Revision: 02

Date: 16 Feb 2015

3. Records of the Company MIS (e.g., Wings system records), as applicable. The 6 months maintenance experience in 2 years should be understood as consisting of two elements: duration and nature of the experience. The provisions of AMC 66.A.20 (b) 2 are applicable.

1. Duration: Within an approved maintenance organization: • 6 months working with the Company; or • 6 months split up into different blocks, working within the same or in different

organizations. The 6 months period can be replaced by 100 days of maintenance experience in accordance with the privileges when they have been performed within an approved organisation. The working days should be spread over the intended 6-months period.

2. Nature of the experience: The following activities are considered relevant for maintenance experience: • Servicing; • Inspection; • Operational and functional testing; • Troubleshooting; • Repairing; • Modifying; • Changing component; • Supervising these activities; • Releasing aircraft to service.

(c) Trainings and continuation training control The company ensures that all CS ad SS receive sufficient continuation training (CT) in each two year period to ensure that such staff have up-to-date knowledge of relevant technology, organisation procedures and human factor issues which means it is one part of ensuring quality. CTs are managed by Training Department (TD) nominated instructors who forwards feedbacks of trainees captured during training sessions to Quality System. For this reason, TD keeps CT material covering below:

1. Up-to-date knowledge of relevant technology, new techniques and modifications issued,

2. Organisation procedures including MOE and associated procedures, 3. Human factor issues including

a. recorded recent human errors captured within the Company iaw MOE 2.25 b. quality findings iaw MOE 3.03, c. root cause analysis and investigation results iaw MOE 2.25 and 2.18,

4. EASA Part-145 including differences with other systems,

DRAFT REVIS

ION

MOE



Page: 8 of 12

Revision: 02

Date: 16 Feb 2015

5. FTS, 6. EWIS, 7. Other issues as required.

CT is given to a CS or SS every 2 years for each subject identified as CT element. Duration of a CT session generally changes three to five days depending on the trainees needs. TD keeps all training records in order to manage a “CT Program” iaw this procedure, including trainings versus all CS and SS among all other staff listed. This CT Program requires all CTs recorded, attendants appropriately certificated and these records transferred to QA Manager for keeping records iaw MOE 3.05. (d) Competence control The Company assesses the competence of CS and SS to carry out their intended duties iaw MOE 3.14 prior to the issue or re-issue of a certification authorisation under this EASA Part 145. Competence limitations may include (but not limited to), any competence time and conditions limitations as determined by the competence assessment system defined in MOE 3.14. (e) Language (English) ability A CS or SS, with a positive proof, must able to read, write and communicate to an understandable level in English language (used within the maintenance environment including knowledge of common aeronautical terms) in which the technical documentation and procedures necessary to support the issue of the CRS are written. The level of knowledge must be such that the CS or SS is able to:

1. Read; and understand the instructions and technical manuals used for the performance of maintenance

2. Make written technical entries and any maintenance documentation entries, which can be understood by those with whom they are normally required to communicate;

3. Read and understand the maintenance organisation procedures; 4. Communicate at such a level as to prevent any misunderstanding when exercising

certification privileges. In all cases, the level of understanding must be compatible with the level of certification authorizations given. In order to satisfy all above mentioned requirements, the Company seeks an English proficiency level as in Table 1. English language skills limitations may include, any limitations noted in the authorization halder’s language skills assessment records, including time restrictions, level restrictions, read/write/communicate/understand capabilities etc. Refer to MOE 3.14 for details. 3.04.05 Authorizations Process (a) Issue, Renewal, Change or Withdrawal

DRAFT REVIS

ION

MOE



Page: 9 of 12

Revision: 02

Date: 16 Feb 2015

I. Issue of a new authorization

Base and Shops Maintenance Managers can make the request by filling and signing Form OT-091E, “Technical Staff Authorization Request Form” when a technical staff is intended to have a new authorization. On the forms “Nature of Request” section the option “New” is ticked. OT-292 Qualification Criteria & Checklist for EASA Part 145 CS & SS form is filled accordingly by TD as an attachment to OT-091E for qualification assessment which documents necessary qualifications and competences required for being a CS or SS. After evaluation and approval of VP Technical, he signs the form and sends to the Quality Manager for authorization approval. Quality Manager may give authorization by ensuring the - qualification, - language abilities, - competence and capabilities (knowledge, understanding, ability, skills, attitudes) are successfully assessed iaw MOE 3.14 and this procedure. Certification authorization holders are furnished with;

o Either or multiple of B1, B2, C, COMP (Component), or NDT (Non Destructive Testing) stamps,

o CS/SS Authorization Certificate as follows Form OT-022B for Aircraft Maintenance CS/SS Form OT-022C for Shop Maintenance CS Form OT-022E for Specialized Services Maintenance CS.

CSLIST is updated accordingly to expose the actual authorization status. See MOE 1.06 for CSLIST management.

II. Renewal of an authorization

Base and Shops Maintenance Managers can make the request by filling and signing Form OT-091E, “Technical Staff Authorization Request Form” when a technical staff is intended to have a renewed authorization. On the forms “Nature of Request” section the option “Renewal” is ticked. OT-292 Qualification Criteria & Checklist for EASA Part 145 CS & SS form is filled accordingly by TD as an attachment to OT-091E for qualification assessment which documents necessary qualifications and competences required for being a CS or SS. After evaluation and approval of VP Technical, he signs the form and sends to the Quality Manager for authorization approval. Quality Manager may renew authorization by ensuring the - qualification, - language abilities, - competence and capabilities (knowledge, understanding, ability, skills, attitudes) are successfully assessed iaw MOE 3.14 and this procedure

DRAFT REVIS

ION

MOE



Page: 10 of 12

Revision: 02

Date: 16 Feb 2015

- OR –

documented qualification, language and competencies are still valid. Certification authorization holders are furnished with;

o A renewed CS/SS Authorization Certificate as follows Form OT-022B for Aircraft Maintenance CS/SS Form OT-022C for Shop Maintenance CS Form OT-022E for Specialized Services Maintenance CS.

III. Change of authorization scope for a technical staff

Base and Shops Maintenance Managers can make the request by filling and signing Form OT-091E, “Technical Staff Authorization Request Form” when a technical staff is intended to have a new authorization. On the forms “Nature of Request” section the option “Change” is ticked. OT-292 Qualification Criteria & Checklist for EASA Part 145 CS & SS form is filled accordingly by TD as an attachment to OT-091E for qualification assessment which documents necessary qualifications and competences required for being a CS or SS. After evaluation and approval of VP Technical, he signs the form and sends to the Quality Manager for authorization approval. Quality Manager may change authorization scope by ensuring the - qualification, - language abilities, - competence and capabilities (knowledge, understanding, ability, skills, attitudes) are successfully assessed iaw MOE 3.14 and this procedure. Certification authorization holders are furnished with;

o Additional stamps (either or multiple of B1, B2, C, COMP (Component), or NDT (Non Destructive Testing) stamps as applicable),

o CS/SS Authorization Certificate indicating changed scope of authorizations as follows

Form OT-022B for Aircraft Maintenance CS/SS Form OT-022C for Shop Maintenance CS Form OT-022E for Specialized Services Maintenance CS.

IV. Authorization withdrawal

There are three different cases.

A. An authorization may be withdrawn by department requests when;

- employment ceased, or, - occupation changed. In such conditions Base and Shops Maintenance Managers can make the request by filling and signing Form OT-091E, “Technical Staff Authorization Request Form”

DRAFT REVIS

ION

MOE



Page: 11 of 12

Revision: 02

Date: 16 Feb 2015

when a technical staff authorization is asked to be withdrawn. On the forms “Nature of Request” section the option “Withdrawal” is ticked. After evaluation and approval of VP Technical, he signs the form and sends to the Quality Manager for authorization withdrawal.

B. An authorization may be withdrawn by Qulity Manager’s decision when; - an unscheduled competence assessment (including required qualifications and/or

language abilities) failed. In such condition, Quality Manager may directly withdraw the authorization of staff. C. An authorization may temporarily be withdrawn (suspended) by Qulity Manager’s

decision when; - a serious situation that directly threathens maintenance and flight safety occurs. In such condition, Quality Manager may directly withdraw the authorization of staff. In any of above cases, withdrawals are communicated between VP Technical, Base and Shops Maintenance Managers, Coordinator – Administration, PPC Manager and Quality Manager within the company. The staff is informed immediately of the decision. Certification authorizations are cancelled or suspended as necessary;

o stamp(s) taken back, o CS/SS Authorization Certificate(s) taken back.

CSLIST is updated accordingly to expose the actual authorization status. See MOE 1.06 for CSLIST management.

(b) One-Off Certification Authorisation Issue In case that an aircraft grounded due to an unforeseen condition, at a location other than the main base or main line station where no appropriate certifying staff is available, it can be release to service iaw MOE 2.16. Procedure of issuing one-off certification authorisation for Release to Service (RTS) is as follows: Person to be authorized;

• Shall have at least 5 year of A/C maintenance experience, • Shall have a valid ICAO aircraft maintenance license, • Type of the aircraft, which was grounded, should be registered in his license,

Copies of these documents should be taken and placed on file by the QA Manager. A clearly written one-off certification authorisation letter is issued. When such authorisation is issued, a written notification is submitted to the EASA in 7 working days. Responsibility of granting the one off certification authorisation belongs to the QA Manager.

DRAFT REVIS

ION

MOE



Page: 12 of 12

Revision: 02

Date: 16 Feb 2015

(c) Records The records of authorized CS and SS are managed iaw MOE 3.05.

DRAFT REVIS

ION

MOE

Subject: 3.05 Certifying Staff and Support Staff Records


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

3.05 Certifying Staff and Support Staff Records 3.05.01 Records Content The Company maintains records of all CS and SS listed iaw MOE 1.06, which contain:

1. Name, 2. Date of Birth, 3. Basic Training, 4. Type Training, 5. Continuation Training, 6. Experience, 7. Qualifications relevant to the authorisation including;

a. Copy of licence where applicable, b. Copy of diplomas, c. Copy of training certificates including continuation trainings,

8. Competence assessment iaw MOE 3.14, 9. Scope of the authorisation, 10. Date of first issue of the authorisation, 11. Expiry date of the authorisation, 12. Identification Number of the authorisation, 13. Particulars of staff with limited or one-off certification authorisations as defined in

MOE 3.04. The Company retains the record for at least three years after the staff have ceased employment or the authorisation has been withdrawn. In addition, upon request, the Company furnish the staff with a copy of their personal record on leaving the organisation. 3.05.02 Access to the Records Records are kept in secure & locked record holders. Persons authorised to access the records kept at a minimum to ensure that records cannot be altered in an unauthorised manner and accessible to unauthorised persons. Followings are authorized to access these records:

1. The QA Manager or his designee, 2. The Company executives, 3. The internal quality auditor, 4. The external auditor, 5. The EASA when investigating the records system for initial and continued approval or

when doubt the competence of a particular person, 6. The Customer’s auditor when investigating the records system for for external audit

purpose, 7. The staff himself/herself on request to his/her personal records.

DRAFT REVIS

ION

MOE

Subject: 3.06 Quality Audit Personnel


Page: 1 of 2

Revision: 00

Date: 09 Oct 2014

3.06 Quality Audit Personnel 3.06.01 Nominated Personnel The Quality Audit Personnel (Auditors) are listed in a roster managed by the QA Manager and this roster is accessible from the Company MIS. Auditors are independent from the audited area operation and work under the supervision of the QA Manager, i.e., an auditor cannot be in a direct business relation with the department he audits. 3.06.02 Qualification, Experience, Training and Competence An auditor must satisfy below qualification, experience, training and competence requirements: (a) Qualifications

1. Either graduated from a university or holding a valid tecnician licence in either of category B1, B2 or C.

2. The proficiency to read, write and understand english, 3. The proficiency to perform and orient the quality audits, 4. Knowledge of regulations, manuals and valid procedures, 5. Worked as an auditor assistant and attended to at least three audits under an

approved auditor’s supervision to have the experience to be able to perform and report the audits and prove the competence, -OR- especially for the cases the person is an experienced auditor in the aviation maintenance environment, having proven records that the he is eligible to a direct assignment and authorization as an independent auditor.

(b) Experience

1. At least five years of working experience, including time spent in specific auditing OJT, before becoming independent auditor.

(c) Trainings

1. Quality Management System (ISO 9001 training will meet this requirement), 2. Quality Auditor, 3. EASA Part-145, 4. EASA Part-M 5. Human Factor Initial and Human Factor continuation trainings iaw MOE 3.13, 6. Fuel Tank Safety,

(d) Competence

1. Competence assessed iaw MOE 3.14. 3.06.03 Procedure for Authorization Management (a) Issue of certificate The person first designated as candidate auditor by QA Manager. After covering above conditions, trainings, experience and competence mentioned above, candidate person is approved as auditor by QA Manager.

DRAFT REVIS

ION

MOE

Subject: 3.06 Quality Audit Personnel


Page: 2 of 2

Revision: 00

Date: 09 Oct 2014

An approved auditor is certified with a Quality Auditor Authorization Certificate Form OT-022D. Quality Auditor Authorization Certificate is a credit card size, two sided document. At the front side it has auditor’s identification data together with his portrait picture. At the rear side, authorization scope and authorization issue date is indicated. Certificate approval signatories sign the bottom to officially release the auditor to the pool. (b) Validity of certificate It is required for a nominated auditor listed in the auditor pool to conduct at least one audit in last one year in order to make the certificate valid. Auditor must receive continuation trainings on the company procedures and human factors every two years. (c) Renewal of certificate Certificate is issued for an unlimited duration while validity conditions are met. No renewal is necessary in certificate. (d) Withdrawal of certificate When an auditor is unable to meet the conditions defined in validity, quality manager may withdraw his authorization. This requires deletion from the auditor pool list. (e) Records And auditor’s records are kept by the QA Manager after ceased being an auditor three years duration. For details refer to Quality Manual.

DRAFT REVIS

ION

MOE

Subject: 3.07 Qualifying Inspectors


Page: 1 of 2

Revision: 00

Date: 09 Oct 2014

3.07 Qualifying Inspectors 3.07.01 Scope and Purpose This procedure refers to the qualification of the inspectors. Authorization process for inspectors and mechanics are literally same, therefore this process is described in this section to meet the intent of both inspectors and mechanics qualified iaw MOE 3.07 and MOE 3.08 respectively. 3.07.02 Privileges of Qualified Inspectors Qualified Inspectors are authorized in aircraft maintenance, components maintenance and/or NDT tasks. After completion of an inspection task, qualified inspectors are authorized to sign off the task. Incoming inspectors are authorized to accept materials to the company system iaw MOE 2.02 or authorized to accept tools/equipment iaw MOE 2.04. 3.07.03 Inspectors Qualification (a) General Qualification Criteria The Company ensures that staff performing inspections meets the following qualifications:

1. At least highschool level diploma, vocational high-school preffered, 2. Minimum 21 years of age, 3. Understand, read, and write English, 4. Competence assessed iaw MOE 3.14 in due emphasis in his authorization scope, 5. Received human factors initial and continuation trainings iaw MOE 3.13.

(b) Additional Qualification Criteria – Incoming Inspectors

• Person should have Incoming Inspector’s initial training (at least 3 class hours for theoretical and at least 3 hours practical)

• Person should have Incoming Inspector’s refreshment training (every 3 years). • He should have at least 6 months experience in stores.

(c) Additional Qualification Criteria – Engine Run-up Authorization Holder

• CS or SS qualified iaw MOE 3.04 are privileged to perform Engine run up iaw MOE 2.24.02.

• Trained theoretically in class & on the job. • Fresh trained both theoretically and practically – OR – at least one engine run-up

operation is performed by the Engine Run-up Authorization Holder in last two years. This is controlled from the records in holder’s technician log book and/or Wings System software performance records.

3.07.04 Authorization process for Qualified Inspectors and Mechanics (a) General Satisfying qualification conditions in MOE 3.07 and in MOE 3.08, qualified inspectors or mechanics may be authorized for specific tasks or group of tasks without certification

DRAFT REVIS

ION

MOE

Subject: 3.07 Qualifying Inspectors


Page: 2 of 2

Revision: 00

Date: 09 Oct 2014

privileges. The authorization process is literally the same both for qualified inspectors in this section and qualified mechanics referred in MOE 3.08. For the applicants found eligible, an authorisation certificate is issued together with a sign off proof that would help ensure keeping tasks accountabilities under control. The type of tasks on which personnel is authorised is written on the authorisation certificate. Refer to Table 1. TABLE 1. AUTHORIZATION SIGN OFF AND AUTHORIZATION PROOFS

Title Sign off proof Authorization proof

Incoming Inspector Stamp with identifier “II”

OT-022F Incoming Inspection Authorization Certificate

Engine Run-up Authorization Holder

Stamp identified in MOE 3.04

OT-022B Certfying Staff ID Card

(b) Issue of a new authorization

Refer to TPM-KAL 3.8 procedure for details. (c) Renewal of an authorization

Refer to TPM-KAL 3.8 procedure for details.

(d) Change of authorization scope for a technical staff

Refer to TPM-KAL 3.8 procedure for details.

(e) Authorization control A list of Qualified Mechanics and Inspectors are maintained by Quality Manager. It is updated accordingly to expose the actual authorization status.

(f) Records For each qualified inspector and qualified mechanic, a file containing the necessary information about training, experience and technical competence evaluation of the technician is maintained. The files and the authorisation certificates are kept at least three years after the person has ceased employment with the Company or after withdrawal of the authorisation by the Company.

DRAFT REVIS

ION

MOE

Subject: 3.08 Qualifying Mechanics


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

3.08 Qualifying Mechanics 3.08.01 Scope and Purpose Mechanics are technical staff who does not necessarily authorised to release aircraft or components and can only carry out tasks for which they are authorised. A Qualified Mechanic is authorized to perform the trained tasks on the aircraft / aircraft component. This procedure refers to the different specialties of technicians in the organisation. 3.08.02 Privileges of Qualified Mechanics Qualified Mechanics are authorized in aircraft maintenance and/or components maintenance tasks. After completion of a task, qualified mechanics are authorized to sign off the task. 3.08.03 Mechanics Qualification Refer to TPM-KAL 3.8 “Qualified Mechanic Authorization” procedure for details. 3.08.04 Authorization process for Qualified Mechanics Authorization process for mechanics is literally same with the inspectors, therefore a shared process is defined for both inspectors and mechanics qualified iaw MOE 3.07 and MOE 3.08 respectively. Refer to TPM-KAL 3.8 “Qualified Mechanic Authorization” procedure for details.

DRAFT REVIS

ION

MOE

Subject: 3.09 Aircraft or Component Maintenance Tasks

Exemption Process Control


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

3.09 Aircraft or Component Maintenance Tasks Exemption Process Control This chapter describes the procedures of the organisation regarding exceptional authorisations related to maintenance tasks. Deviations should be requested by the operator to its competent authority or granted by the operator in accordance with a this procedure. Should the Company consider the need for exemption from any maintenance task, it will submit a case to the customer/operator or when required EASA for approval prior to its introduction. Justification for such exemption will be under the control and administration of the QA Manager who will, in the event of an exemption request, ensure that such exemption is formulated and published. QA Manager transmits all the information to the customer/operator. Customer/operator grants an approval by its Authority to exempt from the task, if required. Approval letter of customer or the authority (if required) is attached to CRS. See also MOE 2.16.10 for incomplete maintenance and non-conformities cases.

DRAFT REVIS

ION

MOE

Subject: 3.10 Concession Control for Deviation from the

Organisation Procedures


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

3.10 Concession Control for Deviation from the Organisation Procedures This chapter describes the procedures followed by the company in order to deviate from the MOE procedures. Under no circumstances this chapter may be used to deviate from regulatory requirements. 3.10.01 General Any temporary deviation to the Organization’s procedures included or identified in the MOE and in the associated procedures must be systematically identified. A concession defines an acceptable means of compliance to deviate from approved MOE procedures:

1. pending return to a normal situation, 2. pending modification of an existing procedure, 3. pending creation of a new procedure.

A concession must warrant the airworthiness of aircraft / aircraft components. 3.10.02 Implementation. As a general rule, the concessions from those MOE procedures which are based on one of the main paragraphs and/or sub-paragraphs of the regulation are classified as major. Concession to MOE procedures is initiated via a written request. This request is subject to a clear approval before the concession process end. All concessions must be approved by the QA Manager and the Accountable Manager respectively upon approval of EASA. Any run of such deviated procedure is reported to EASA. A concession must clearly state its duration and limits.

DRAFT REVIS

ION

MOE

Subject: 3.11 Qualification Procedure for Specialised

Activities


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

3.11 Qualification Procedure for Specialised Activities 3.11.01 Scope and Purpose This procedure covers the process of qualification of the personnel who intends to be authorized as Specialized Activities Staff. The Company conducts Non Destructive Testing (NDT) in terms of Specialized Services. 3.11.02 NDT Staff (a) NDT System The NDT system of the Company follows EN 4179 standard with the additional requirement of oversight by NANDTB-TR. NDT personnel is qualified iaw TPM-BKM 3.11.1 NDT Manual. (b) Responsible Level III NDT Staff The Company has a responsible level III NDT, as exposed in MOE 1.03 who is tasked for:

1. The qualification of Level I and II NDT staff, 2. Issuing the internal qualification procedures of NDT staff, 3. Issuing the technical procedures (NDT Manual, writing practices, control of tools,

control of material, etc.) Responsible level III NDT:

1. Holds a valid authorization issued by the related NANDTB-TR 2. Adequately rated iaw scope of approval exposed in MOE 1.09.

(c) Qualification Procedure Refer to NDT Manual for detailed procedure to qualify NDT staff. Exam certificates given by responsible Level 3 are accepted. (d) NDT Staff Roster The Company maintains a list of NDT staff unless already listed as CS in CSLIST document..

DRAFT REVIS

ION

MOE

Subject: 3.12 Control of Manufacturer and other

Maintenance Working Teams


Page: 1 of 2

Revision: 02

Date: 16 Feb 2015

3.12 Control of Manufacturer and other Maintenance Working Teams 3.12.01 Scope and Purpose This procedure is on the role of outside teams acting in the premises of the Company to carry out a maintenance task on an aircraft, engine, or equipment in the scope of a task under the responsibility of the Company. Works exceeding the Company capability defined in MOE 1.09 or under warranty or requires special know-how, skill and staff may be performed (likely repairs after incident/accident) by the approved organizations or manufacturer. 3.12.02 Training Whenever such Manufacturer or other Maintenance Working Team work as contracted, the personnel of this team is trained on this procedure, i.e. MOE 3.12. When internal maintenance data is used and the Company prepared job cards (task card, engineering order, etc.) are followed, the filling instructions are brought into attention of the working team. 3.12.03 Source of Work (a) The organizations with EASA approval have the authority to perform work on the maintained articles when they asked to release to service the article. (b) Non-certificated persons may also be hired when release will be performed by the Company CS. A non-certificated person, in this context, is a body (person, company, team, etc.) without EASA approval. In this case;

1. The non-certificated person follows a quality system equivalent to the system followed by the Company;

2. The company remains directly in charge of the work performed by the non-certificated person; and

3. The Company verifies, by test and/or inspection, that the work has been performed satisfactorily by the non-certificated person and that the article is airworthy before approving it for release to service.

3.12.04 Control When required, control of documentation such as drawings, modification, repairs instructions and other maintenance data is managed iaw MOE 2.08. Used material, tools, equipment and staff should meet the requirements iaw used approved maintenance data. The day to day control of the ongoing work is done ultimately by the Maintenance Manager using the methods such as daily meetings, communication means including reports, examination of job cards progress, etc. During the work QA Manager examines all of the materials, sets and monitors the efficiency of the performing staff and quality audit the work.

DRAFT REVIS

ION

MOE

Subject: 3.12 Control of Manufacturer and other

Maintenance Working Teams


Page: 2 of 2

Revision: 02

Date: 16 Feb 2015

3.12.05 Environmental Conditions The Company EHS rules are applied when such a working team takes a part in the Company premises. 3.12.06 Release to Service When working team of an organization with EASA approval certifies a work it performed, it means the certificate’s scope is limited to the work performed by this maintenance team. Final certification of the article is made by the Company CS iaw MOE 2.16. When non-certificated persons worked on an article, he signs of the step of work performed. This means the sign off scope is limited to the step of work performed by this person. Final certification of the article is made by the Company CS iaw MOE 2.16.

DRAFT REVIS

ION

MOE

Subject: 3.13 Human Factors Training Procedure


Page: 1 of 2

Revision: 00

Date: 09 Oct 2014

3.13 Human Factors Training Procedure 3.13.01 Objective It is necessary for personnel to get human factor training in order to understand and apply the human factor and human performance concept for maintenance, management and quality audit personnel. 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. 3.13.02 Staff to be Trained Initial training is given to personnel within 6 months of joining the maintenance organization. Personnel being recruited from another Part-145 approved maintenance organization should be assessed for the need to receive any additional Human Factors training to meet our HF Training standard. The personnel listed below needs to take continuation training in each 2 year period, after taking human factor initial training to learn occurrences about human factor subject to abroad and national developments:

• Post Holder, managers, assistant managers and chiefs, • Certifying staff, support staff, qualified mechanics and inspectors, • Technical support personnel like planning staff, engineers and technical record staff, • Quality assurance personnel including quality auditors, • Specialized services staff, • Human factor trainers, • Technical Supply personnel, • Store personnel, • Ground vehicle operators.

3.13.03 Training Methods and Syllabus (a) Initial training

The training is given in the classroom.

1. For CS and SS:

The training is given iaw Module 9 of Appendix I to Part-66 syllabus.

2. For the staff other than CS or SS: The training is given with a syllabus prepared iaw paragraph (c).

(b) Continuation training

Human Factor continuation training is given in the classroom. Human factors continuation training is prepared in relation to relevant quality audit findings and other internal/external sources of information available to the organisation on human errors in maintenance. Therefore such training has the involvement of the quality department. Records of detected maintenance errors iaw MOE 2.25 is used as a positive source for the continuation training.

DRAFT REVIS

ION

MOE

Subject: 3.13 Human Factors Training Procedure


Page: 2 of 2

Revision: 00

Date: 09 Oct 2014

(c) Syllabus Syllabus is prepared iaw GM 145.A.30 (e): 3.13.04 Duration of Training The duration of training may vary depending on the category of personnel involved. Initial Training has more detailed content and takes 16 hours, while continuation training duration may change but takes 6 hours in minimum. When determining the actual duration, training department may tailor the duration for combined classes from various levels of awareness during the execution of training. Detailed training syllabus with individual subject time scales is managed by the training department. 3.13.05 Validation of the Training At the end of the training, the Validation Forms (Form OA-015) are distributed to all trainees and their comments are taken about syllabus and duration of the training given. 3.13.06 Requirements for Trainers Human Factor trainers should;

• have minimum 5 years experiences in aviation maintenance • have EASA Part 66 Module 9 HF Training received from a Part 147 training provider

source • continuation training in every two years.

3.13.07 Training Records Training records such as Training Attendance Forms (Form OA-016) and the Certificates are kept in Technical Training Department in paper or in digital. Duration is indefinite or until at least three years after personnel left the Company.

DRAFT REVIS

ION

MOE

Subject: 3.14 Competence Assessment of Personnel


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

3.14 Competence Assessment of Personnel Competence assessment of personnel is a vital process to assure human resource quality intervening the maintenance processes. 3.14.01 Objective To ensure that all personnel performing work at the Company are qualified, capable and competent, and has received the appropriate training as required, to complete the work he or she is authorized to in a safe and controlled manner. 3.14.02 Personnel to be Assessed The Company assesses and controls competency of its personel involved in any maintenance, management and quality audit activity iaw the procedure TPM-KAL-3.14. 3.14.03 Assessment Process Assessment process is run iaw iaw the procedure TPM-KAL-3.14. 3.14.04 Assessment records Assessment records are managed iaw iaw the procedure TPM-KAL-3.14. 3.14.05 Trainings Management of Personnel Personnel to be assessed is trained and their training needs are assessed iaw the procedure TPM-EGT 0.3.7 Technical Training Management.

DRAFT REVIS

ION

MOE

Subject: 3.15 Training procedures for on-the-job training

(OJT)


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

3.15 Training procedures for on-the-job training (OJT) The objective of OJT is to gain the required competence and experience in performing safe maintenance. Also the endorsement of the first aircraft type rating within a given category/sub-category requires satisfactory completion of the corresponding OJT. Refer to TPM-KAL 3.15 for detailed OJT Procedure.

DRAFT REVIS

ION

MOE

Subject: 3.16 Procedure for the issue of a

recommendation to the competent authority for the issue of a Part-66 licence in accordance

with 66.B.105


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

3.16 Procedure for the issue of a recommendation to the competent authority for the issue of a Part-66 licence in accordance with 66.B.105

This section is not applicable.

DRAFT REVIS

ION

MOE

Subject: 4.00 CONTRACTED OPERATORS


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

4.00 CONTRACTED OPERATORS This part covers sections on CONTRACTED OPERATORS.

DRAFT REVIS

ION

MOE

Subject: 4.01 Contracting Operators


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

4.01 Contracting Operators The Company may have customers in terms of periodic and individual works whose work orders are signed by the customer/operator and accepted by the Planning Manager in harmony with scope of work defined in MOE 1.09. For the periodic works, a contract is signed with the customer/operator and each contracted operator is listed in document COLIST. COLIST includes customers/operators who receive contracted service from the Company. It is managed by Planning Manager as a separate document in the Company management information system.

DRAFT REVIS

ION

MOE

Subject: 4.02 Operator Procedures and Paperwork


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

4.02 Operator Procedures and Paperwork Technical aspect of maintenance contract between the Company and a customer is designed in such a way that all topics as required by the regulations are covered. The responsibilities, special requirements of the customers, procedures, documents to be used, and meetings are clearly defined in the contract. Originals of the documents of the work performed and CRS is given to the operators defined in MOE 4.01. The copy of those documents will be held by the Company.

DRAFT REVIS

ION

MOE

Subject: 4.03 Operator Record Completion


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

4.03 Operator Record Completion The Company performs contracted maintenance in accordance with requirements defined in the maintenance contracts performed iaw MOE 4.01. The contract shall appoint which forms to be used (e.g. Operator’s technical log, Operator’s Task Card, etc). Forms provided by the customer are filled in according to customer instructions. The Company performs release to service in accordance with this MOE 2.16. Records of maintenance performed by the Company are managed in accordance with MOE 2.14. The records of maintenance activities performed on OHY articles are kept in archive as hard copy while operated under OHY. If any of the articles is redelivered/returned back to the owner or to a third party with the maintenance responsibility transferred, the maintenance records of last three years are taken. Refer to MOE 2.13 and MOE 2.17 for details.

DRAFT REVIS

ION

MOE

Subject: 5.00 APPENDICES


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

5.00 APPENDICES This part covers sections on APPENDICES.

DRAFT REVIS

ION

MOE

Subject: 5.01 Sample of Documents


Page: 1 of 2

Revision: 00

Date: 09 Oct 2014

5.01 Sample of Documents Following pages expose both authority and internal communication and recording documents (forms) as sample. When required, a document can be used through downloading from its original locations, i.e. in the company MIS (Lotus Notes Documantation System), intranet or internet as reference is given, using the registration number as access key. The following listed documents are called from this MOE. DOCUMENT CODE NO DOCUMENT DESCRIPTION (Form OT-019E) EASA Form 1 Authorized Release Certificate (ARC) (No internal ID) EASA Form 2 Application Form (No internal ID) EASA Form 4 Details of Management Personnel (No internal ID) FO.IORS.00044-004 Technical Occurrence Report Form Form OT-008 Calibration Control Card Form OT-011 Work Pack Order Form OT-012 Non-Routine Work Order (NRWO) Form OT-016 Engineering Investigation Request Form OT-022B CS Authorisation Certificate for A/C Maintenance Form OT-022C CS Authorisation Certificate for Shop Form OT-022D Quality Auditor Authorization Certificate Form OT-022E CS Authorisation Certificate for NDT Form OT-025 Engineering Order Form OT-035 Serviceable Parts Tag Form OT-037 Scrap Material Form OT-038 Serviceable / Unserviceable Component Tag Form OT-059 Maintenance Staff List Form OT-060 Scrap Candidate Material List Form OT-061 Scrap Material Disposal Form OT-082E CRS Form OT-091E Technical Staff Authorization Request Form OT-107 Material Return Form Form OT-111 List of Non-Routine Items Form OT-129 Repair Order Form OT-130 Work Pack Engineering Order List Form OT-131 Work Pack Deferred and/or Cancelled Items Form OT-132 Work Pack Cover Page Form OT-137 Next Calibration Label Form OT-141 Shop Action Order Form OT-150 Technician Tool Box Counter Ticket Form OT-172 Task Card

DRAFT REVIS

ION

MOE

Subject: 5.01 Sample of Documents


Page: 2 of 2

Revision: 00

Date: 09 Oct 2014

DOCUMENT CODE NO DOCUMENT DESCRIPTION Form OT-180 Serviceable Tools Tag Form OT-205 Special Incoming Inspection for Engine / APU /

Landing Gears Form OT-246 Quarantine Tag Form OT-256 Technician Tool Box Additional Content List Form OT-259 Maintenance Follow Up Form OT-270 Base/Shop Maintenance Internal Occurence Report Form OT-279 Tool Nonconformity Declaration Form Form OT-287 Frozen Material Follow-up Sheet Form OT-293 Scrap Material Delivery Form OT-303 Component Removal in Serviceable Condition Form OT-324 Job Handover Form OA-015 Training Evaluation Form OA-016 Training Attendance Form OQ-009 External Audit Report NA Task Card Index (Automatically generated Wings

form)

DRAFT REVIS

ION

MOE

Subject: 5.02 List of Subcontractors


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

5.02 List of Subcontractors The Company may forward items to approved sub-contractor organizations. The approved sub-contractor organizations are listed in SCLIST (Sub-Contractors List) document. Refer to MOE 2.01.04 for detailed procedure on “Subcontract Control and Extension of Quality System to Subcontractors”.

DRAFT REVIS

ION

MOE

Subject: 5.03 List of Line Maintenance Locations


Page: 1 of 1

Revision: 02

Date: 16 Feb 2015

5.03 List of Line Maintenance Locations This section is applicable under Aircraft Maintenance provisions defined in MOE 1.09, Scope of Work. LOCATION ADDRESS IST Atatürk International Airport

İstanbul, Türkiye AYT Antalya International Airport

Antalya, Türkiye

DRAFT REVIS

ION

MOE

Subject: 5.04 List of Contracted Organisations


Page: 1 of 1

Revision: 00

Date: 09 Oct 2014

5.04 List of Contracted Organisations The Company forwards items to contracted and approved Part 145 organizations. The contracted organizations are listed in CLIST (List of Contracted Organisations) document. CLIST is managed and kept up to date by Planning Manager.

DRAFT REVIS

ION