M 10 PIA Aviation Legislation

PIA Training Centre AVIATION LEGISLATION

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PTCICMIAviation LegislationI01 i

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AVIATION LEGISLATION

Sub Module 1 - REGULATORY FRAMEWORK

Sub Module 2 - AIRCRAFT MAINTENANCE ENGINEER LICENSE

Sub Module 3 - APPROVED MAINTENANCE ORGANIZATIONS

Sub Module 4 - OPERATION OF AIRCRAFT

Sub Module 5 - AIRCRAFT CERTIFICATION

Sub Module 6 - PART - M

Sub Module 7 - APPLICABLE NATIONAL & INTERNATIONAL

REQUIREMENTS

Sub Module 8 - NATIONAL REGULATIONS AND PUBLICATIONS



PTCICMIAviation LegislationI01


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Sub Module 1 - Regulatory Framework

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Record of Revisions

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Sub Module 1

REGULATORY FRAMEWORK





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PTCICMIAviation LegislationI01 1 - 1


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C.1500 Italian artist and inventor Leonardo da Vinci made

drawing of flying machines with flapping wings

1783 Two Frenchmen Jean F. Pilatre de Rezier and Marquis

D Arlandes made the first free lighter than air ascent in a

hot air ballon

1804 Sir Geoge Caley of Great Britain flew the first successful

model glider

1843 William S.Henson a british inventor patented plans for

a steam driven airplane that had many of the basic parts

of a modern plane

1848 John String fellow of England built a small model based

on Hensons plane

1891-96 Otto Lilienthal a German became the first person to

successfully pilot gliders in flight

1896 Samuel P. Langley of US flew a steam powered model

plane

1903 Orville and Wilber Wright of U.S made the first Engine

powerd heavier than air flights

1906 Trajan Vula a Romanian inventor built the full sized

monoplane but it could not fly

1909 Lois Bteriot of France became the first person to fly

across English Channel

1913 Igor I. Sikorsky of Russia built and flew the first four

engine plane

1915 First flight of an all metal cantilever wing plane the

Junker J-1 took place in Germany

1924 The first all metal trimotor transport the Junkers G-3

was test flown in Germany

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HISTORY OF AIRPLANES

Human Dream to fly comes true

For thousands of years people dreamed to fly in the air like birds

do. Some even tried to fly by tying feathers to their arms and

flapping them in air but in vain and had to face fatal consequences.

Most of them thought that flying was beyond the powers of ordinary

people. Some narrated stories of godlike people who could fly or be

carried by winged animals through the air. The ancient Greek

believed in a story about "Daedal us" and his son "Lcarus" both of

whom flew with wings made of feathers and wax. But "Lcarus" flew

too close to the sun and the solar heat melted his wings and he fell

into the sea and drowned.

Important Dates in Airplane Development





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1927 The Lockheed Vega a single engine transport aircraft

flew for the first time

1936 Douglas DC-3 transport planes entered airline service in

the U.S

1939 First successful flight of a jet engine took place in

Germany

1942 Bell aircraft company built the first jet airplane in the U.S

and it was flown by Robert M. Stainley at Muroc Dry

Lake California

1947 Charles Yeager a U.S Airforce Captain made the first

supersonic flight in Bell X-I

1952 De-Havilland comets the first large commercial jetliner

began service

1953 The first turbo prop transport the Vickers Viscount

began regular airline service

1953 The North American F100 Super Sabre Jet Fighter

made the first supersonic flight by a jet plane

1958 The Boeing 707 began jet transport service between

United States and Europe

1968 Russian pilots test flew the world's first supersonic

transport plane TU-144

1970 The first Jumbo jet the Boeing 747 entered airline

service

1976 Concorde a supersonic transport airplane built by

Britain and France began service

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HISTORY of AVIATION LEGISLATION

Aviation Legislation

It is the term used to define the process through which laws

relating to all areas of the civil aviation industry are brought into

force

Need for Aviation Legislation

It already became clear in the early years of the civil aviation

industry that transportation of passengers and goods with aircraft

always involve a certain amount of risk and danger inherent in

aviation.

Therefore local and later on international lawmaking was inevitable

and problems faced by the world wide expanding civil aviation

demanded the need for generally accepted standards of safety to be

recognized and enforced.

Airlines throughout the world have strong incentives to maintain high

standards of safety. Loss of passenger and cargo trade and

increase in insurance rates that nay airline which compromises on

safety standards has little chances of survival

Rules and regulations were worked out for the following reasons:

Protection of people on the ground

Protection of passengers and cargo

Protection of cockpit and cabin crew





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Standardization of activities within the civil aviation industry world wide

Ensure safe airworthy and reliable civil aircraft operation





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REGULATORY FRAMEWORK

ROLE OF INTERNATIONL CIVIL AVIATION ORGANIZATION

by 26 states the Provisional International Civil aviation

Organization (PICAO) was established. It functioned from 6

June 1945 until 4 April 1947.

In 1945, International Air Transport Association (IATA)

1.1.1 Introduction and History of ICAO was created by an act of Canadian Parliament and replaces

International Air Traffic Association.

In 1889 First International Conference was held in Paris to The International Civil Aviation Organization (ICAO) a

establish some generally accepted form of Air Law.

No real progress till First World War.

In 1914 UK Aeronautical Inspection Directorate (AID)

was formed to ensure high standards of inspection

throughout Aircraft industry.

In 1918 UK Air Ministry was formed and control of AID was

transferred to this Ministry.

In 1919 International Convention for Aerial Navigation

specialized agency of the United Nations was created with

the signing in Chicago on 7th December 1944 of the

Convention on International Civil Aviation.

ICAO is the permanent body and formed in April 1947 and

is charged with the administration of the principles laid out

in the Convention. Chicago convention is the constitution of

ICAO.

Currently there are 190 contracting states out of 192 UN

(ICAN) took place in Paris which made a number of member states ( two remaining UN member states which

definitions and classifications like Private & state Aircraft.

In 1919 Air operator on realizing international cooperation

are not ICAO member

Tuvalu)

states include Liechtenstein and

established International Air Traffic Association.

In 1929 International Conference on private air law was held

commonly known as Warsaw Convention overcoming the

difficulties of selecting the law of which nation would be

applicable in a given set of circumstances.

PCAA is a member of ICAO

ICAO works in close co-operation with other members of the

United Nations family such as

o the World Meteorological Organization

o the International Telecommunication Union

In November 1944 52 nations sent representative to an o the Universal Postal Union

International Civil aviation convention at Chicago. In this

convention principles and arrangements were setup on

International air rights. Pending ratification of the convention

o the World Health Organization and

o The International Maritime Organization.





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Non-governmental organizations which also participate in

ICAO's work include

o the International Air Transport Association

o the Airports Council International

At the Chicago talks it was agreed that the Convention

would only come into force thirty days after its ratification by

a 26th State.

In the interim a provisional ICAO (PICAO) was formed and

o the International Federation

Associations and

of Air Line Pilots' given advisory powers with instructions to lay the foundation

for an international organization devoted to the needs of civil

o The International Council of Aircraft Owner and Pilot

Associations.

Currently there are 192 UN member states

aviation.

The Chicago Convention entered in force on 4 April 1947

and 1CAO was formed.

The 96 articles of the Chicago Convention establish the

1.1.2 The Chicago Convention

The Second World War was a powerful catalyst for the

privileges and restrictions of all Contracting States and

provide for the adoption of International Standards

technical development of the aero plane. and Recommended Practices (SARPs) regulating

At that time a vast network of passenger and freight

carriage was set up but in order for air transport to support

and benefit a world at peace there were many

obstacles both political and technical to overcome.

In the early days of 1944 the Government of the

United States conducted exploratory discussions with other

allied nations to develop an effective strategy.

On the basis of these talks 52 States met in Chicago in

November 1944.

For five weeks the delegates considered the myriad issues

of international civil aviation.

international air transport.

The Convention accepts the principle that every State has

complete and exclusive sovereignty over the airspace

above its territory and provides that no scheduled

international air service may operate over or into the territory

of a Contracting State without its previous consent.

1.1.3 Aims and Objectives of ICAO

The aims and objectives of ICAO as contained in Article

44 of the Chicago Convention are to develop the principles

The outcome was the Convention on International Civil and techniques of international air navigation and to foster Aviation also referred to as the Chicago Convention. the planning and development of international air transport

so as to:





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Y insure the safe and orderly growth of international civil State members of

the International Civil Aviation

aviation throughout the world;

Y encourage the arts of aircraft design and operation for

peaceful purposes;

Y encourage the development of airways airports and air

navigation facilities for international civil aviation;

Organization (ICAO) are also named Contracting States

(Article 1 of the Chicago Convention) or Members States.

Contracting States have usually established a Civil Aviation

Authority (CAA) within their country as the regulatory body in

Y meet the needs of the peoples of the world for safe the field of civil aviation primarily dealing with safety issues

regular efficient and economical air transport;

Y prevent economic waste caused by unreasonable

competition;

Y insure that the rights of Contracting States are

fully respected and that every Contracting State

has a fair opportunity to operate international airlines;

Y avoid discrimination between Contracting States;

Y promote safety of flight in international air navigation;

Y Promote generally the development of all aspects of

international civil aeronautics.

1.1.4 The Organization

1.1.4.1 Contracting States

According to Article 52 of the Convention on International

Civil Aviation also named Chicago Convention this

Convention shall be open for adherence by members of the

United Nations and States associated with them.

and responsible for the regulation of air transport services

to/from/within the country and for the enforcement of civil air

regulations air safety and airworthiness standards.

It co-ordinates all regulatory functions with ICAO by taking

the policy decisions necessitated by the advances made in

the field of International Standards and Recommended

Practices (SARPS) adopted in the ICAO Annexes.

The CAAs are headed by the Director General of Civil

Aviation (DGCA); depending on the structure of the states.

The CAAs may take other names such as the Directorate

General of Civil Aviation or are established under the

Ministry of Transportation.

ICAO communicates with its Contracting States through

the DGCAs by the means of State Letters. DGCAs and

their experts participate

action thereon.

in ICAO meetings and follow-up





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At ICAO DGCAs meet for high-level discussions or

strategies in the field of aviation either during Assembly

Sessions or subject-dedicated conferences.

The three main organs of ICAO are the assembly the

council and the secretariat headed by the Secretary

General ICAO has a sovereign body the Assembly and a

governing body the Council.

1.1.4.2 The Assembly

Meets at least once every three years and is convened by

the Council.

Each Contracting State is entitled to one vote and decisions

of the Assembly are taken by a majority of the votes cast

except when otherwise provided for in the Convention.

At these sessions the complete work of the Organization in

is composed of representatives from 36 Contracting States

elected by the Assembly for a three-year term.

According to Article 51 the council shall elect its President

for a period of three years. He may be reelected also.

The council shall elect amongst its members one or more

Vice Presidents.

In the election adequate representation is given to States of

chief importance in air transport States not otherwise

included which make the largest contribution to the provision

of facilities for civil air navigation and States not otherwise

included whose designation will ensure that all the major

geographic areas of the world are represented on the

Council.

One of the major duties of the Council is to adopt

International Standards and Recommended Practices and to

the technical economic legal and technical cooperation incorporate these as Annexes to the Convention on

fields is reviewed in detail and guidance is given to the other

bodies of ICAO for their future work.

1.1.4.3 The Council

International Civil Aviation.

A Standard is any specification whose uniform application is

recognized as necessary for the safety or regularity of international

air navigation and to which Contracting States will conform in

is a permanent body responsible to the Assembly. accordance with the Convention.





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A Recommended Practice is any specification whose uniform

application is recognized as desirable for the safety, regularity or

efficiency of international air navigation.

ICAO Standards and Recommended Practices are detailed in

1.1.4.5 Secretariat

Administrative body of the organization is the Secretariat.

The council appoints the Secretary General. The Secretary

Annexes (total 19) to the Chicago Convention that cover all General appoints the staff of the ICAO secretariat and

aspects of international civil aviation.

Although the Council is responsible for the adoption of SARPs and

the approval of Procedures for Air Navigation Services (PANS), the

supervises and directs its activities.

There are 05 bureaus, working under the Secretary General

ICAO. They are:

Y Air Navigation Bureau (ANB)

principal body concerned with their development is the /CAO Air Y Air Transport Bureau (ATB) Navigation Commission.

1.1.4.4 Air Navigation Commission

is composed of 19 persons qualified and experienced in the

science and practice of aeronautics.

Its members are nominated by Contracting States and are

appointed by the Council.

Y Technical Cooperation Bureau (TCB)

Y Bureau of administration and service (ADB)

Y Legal Affairs and External Relations Bureau (LEB)

They act in their personal expert

representatives of their nominators.

capacity and not as

The Commission is assisted by small groups of experts

nominated by Contracting States and international

organizations and approved by the Commission.





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1.1.4.6 Regions and regional offices

ICAO World Headquarters Montreal, Canada

The ICAO has seven regional offices serving nine

regions:

1.1.4.7 ICAO PU8LICATIONS

ICAO field manuals

Procedure for Air Navigation Services (PANS)

Air Navigation Plan

ICAO Annexes

Technical Manuals

Regional Supplementary Procedures

ICAO circulars

Aircraft Type Designators

Aviation Training Directory

ICAO Doc Series

ICAO Journal

ICAO MRTD Report

ICAO Regional Reports

Miscellaneous Publications

1. Asia and Pacific, 8angkok,

www.icao.int/apac

2. Middle East Cairo Egypt

Thailand (APAC) 1.1.4.8 Web link for ICAO

Visit www.icao.int for more details

3. Western and Central Africa Dakar Senegal

4. South America Lima Peru

5. North America Central America and Caribbean Mexico City

Mexico.

6. Eastern and Southern Africa Nairobi Kenya

7. Europe and North Atlantic Paris France





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Lithuania Civil Aviation Administration

Luxemburg Le Gouvernement du Grand-Duche de Luxembourg

Malta Department of Civil Aviation

Poland Civil Aviation Office

Ministry of Infrastructure

Portugal Instituto Nacional de Aviar;ao Civil

Slovak

Republic Ministry of Transport Posts &

Telecommunications/Directorate General of

Civil Aviation

Civil Aviation Authority

Slovenia Ministry of Transport


Spain Ministerio de Fomento - Aviaci6n Civil

Sweden Luftfartsstyrelsen (Swedish Civil Aviation Authority)

The

Netherlands IVW - Luchtvaart- technische bedrijven (NL)/

IVW - Air - Airworthiness (EN)

United

Kingdom Department for Transport


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1.1.4.9 National Aviation Authorities

Austria Bundesministerium fur Verkehr Innovation und

Technologie

Austrocontrol

Belgium Service Public Federal Mobilite et Transports - Direction Generale Transport Aerien

Federale Overheidsdienst Mobiliteit en Vervoer

Czech

Republic Civil Aviation Authority

Ministry of Transport

Denmark Statens Luftfartsvaesen (CAA - DK)

Estonia Estonian Civil Aviation Administration :

Ministry of Economic Affairs and Communications

Finland CAA Finland

France Direction Generale de l'Aviation Civile

Germany Bundesminister fur Verkehr Bau und Wohnungswesen

Luftfahrt-Bundesamt

Greece Hellenic Civil Aviation Authority

Hungary PLA Polgari Legikozlekedesi Hat6sag- Civil Aviation Authority Hungary

Ireland Department of Transport

Irish Aviation Authority

Italy Ente Nazionale per l'Aviazione Civile

Latvia Not yet added





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1.2 Role of the Pakistan CAA & General Understanding of

Civil Aviation Regulations:

1.2.1 Pakistan Civil Aviation Authority

Civil aviation activities in Pakistan started immediately after

independence in 1947 under civil Aircraft Rules 1937 but no

formal orders or ordinance was issued neither any particular

legislation took place until 1960.

In 1960 the first legal step was taken and President of

The Pakistan Civil Aviation Ordinance 1982 has replaced

the erstwhile Department of Civil Aviation with a semi -

autonomous body known as the Civil Aviation Authority

(C.A.A.).

As from 7th December, 1982 the Aeronautical Inspection

Directorate and its functions have been transferred to

Airworthiness Directorate of the Civil Aviation Authority

and all applications and enquiries hitherto addressed to

A.I.D.

Pakistan promulgated an ordinance (No. XXXII of 1960) Head Office should be addressed to HQs Civil Aviation

known as the Civil Aviation Ordinance 1960 Quote "to make Authority Airworthiness Directorate JIAP Karachi. Latest

better provisions for the control manufacture possession

use operation sale import and export of aircraft the control

and regulation of Air Transport Services and the control and

Revision of AWNOT No. 31 provides details of all PCAA

Airworthiness field offices.

development of Aerodromes in Pakistan". The Pakistan CAA is a semi-autonomous body the

This was the first legal step taken. general direction and administration of the Authority and its

affairs are vested in a board which exercises all powers and

A committee was formed by the Government of Pakistan performs all functions and does all acts which are

in1976 to draft rules for the regulation of Air Transport in

Pakistan.

exercised/performed or done by the authority.

As a result of these a set of Rules known as the "Civil

Aviation Rules 1978" were formulated and later

promulgated in January 1979.





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1.2.1.1 Mission of PCAA

Be a world-class service provider in the aviation industry.

Provide safe secure and efficient

services to the stakeholders

1.2.1.2 Functions of PCAA

best-in-class aviation

Licensing of airlines

Licensing of pilots flight engineers navigators flight

operation officers air traffic controllers and aircraft

maintenance engineer

Certification of Airworthiness/ registration of aircraft

Provisions of air traffic control/navigational facilities

Maintenance of airports and runways

Provision of fire extinguishing and rescue facilities

Fixation of domestic tariff

Assists IATA in fixation of International tariff

Make bilateral agreements

The authority is responsible for promotion regulation and

control of civil aviation activities in Pakistan

The authority should from time to time prepare five year plan

for the approval of federal government for the development

of infrastructure for safe efficient economical and properly

coordinated air transport service in Pakistan





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Director General

PCAA

Deputy Director General

PCAA

Principal Director

Air Navigation

Principal Director

Airports

Director

Airworthiness

G.M Regulatory G.M Audit /

Surveillance

Controller of

A/W (North)

Director

Flight Stds

Controller of

A/W (LHE)

Principal Director

Regulatory

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1.2.1.3 Organ gram of Pakistan Civil Aviation Authority

Director General

PCAA

Deputy Director General

PCAA

Principal Director

Air Navigation

Principal Director

Airports

GM Medical

Mgmt

Director

Flight Stds

GM Licensing Director

Airworthiness

Controller of

A/W (LHE)

Controller of

A/W (South)

G.M

Engineering G.M Regulatory G.M Audit /

Surveillance

Controller of

A/W (North)





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1.2.1.4 Various Directorates of PCAA

1) Flight Standards

2) Personnel Licensing

3) Airworthiness

4) Air Transport

5) Flight Inspection Unit

1.2.1.5 Airworthiness Directorate and their functions

Airworthiness Directorate is headed by Director Airworthiness.

Responsibilities associated w.r.t Airworthiness Directorate are as

follows

Y Monitoring of SBs and ADs

Y Investigation of defects/delays as well as

accidents/incidents (on request of SIB to become part of

SIB investigations) and special occurrences

Y Inspection and providing renewal related to C of A

Y Evaluation and approval of ECO

Y Supervision of weigh-ment

Y Scrutiny and providing approval of maintenance

schedule

Y Monitoring of reliability programs hard time on condition

and condition monitoring and providing approval for

Reliability manual

Y Scrutiny of AME license examination/P.C application and

providing AME license and P.C

Y Inspection of storage refueling and other approved

companies for compliance with laid down requirements

Y Monitor company approval examination

1.2.1.6 Duties and Responsibilities of Airworthiness

Directorate

Duties and Responsibilities associated with the

Airworthiness Directorate include

Y Aircraft Registration

Y Airworthiness Certificate

Y Proficiency Certificate

Y Aircraft Maintenance Engineers License

Y Wet Lease Aircraft Clearance

Y Concession grant

Y Engineering Change Order Approval

Y Extended Range Operation Approval

Y Maintenance Program Approval

Y Exposition Manual Approval

Y Reliability Manual Approval

Y Maintenance Schedule Approval

Y Inspections issuing extension and renewal of

maintenance organizations approval





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1.2.2 General understanding of Civil Aviation Regulations

ICAO ANNEXES

Some of the principles and applications of Chicago Convention out

of 96 articles published in Doc 7300 are:

Article 1: Every state has complete and

exclusive sovereignty over airspace above its

territory.

Article 13: (Entry and Clearance Regulations) A state's laws

and regulations regarding the admission and departure of

passengers crew or cargo from aircraft shall be complied

with on arrival upon departure and whilst within the territory

of that state.

Article 16: The authorities of each state shall have the right

to search the aircraft of other states on landing or departure

without unreasonable delay.

Article 5: (Non-scheduled flights over State's Territory): The

aircraft of states other than scheduled international air

Article 24: Aircrafts flying to from or across the territory of

a state shall be admitted temporarily free of duty. Fuels Oil

services have the right to make flights across state's spare parts regular equipment and aircraft stores retained

territories and to make stops without obtaining prior

permission. However the state may require the aircraft to

make a landing.

on board are also exempt custom duty inspection fees or

similar charges.

Article 10: (Landing at customs airports): The state can

Article 29: Before an

command must ensure

international flight the pilot in

that the aircraft is airworthy duly

require that landing to be at a designated customs airport

and similarly departure from the territory can be required to

be from a designated customs airport.

Article 12: Each state shall keep its own rules of the air as

uniform as possible with those established under the

convention the duty to ensure compliance with these rules

rests with the contracting state.

registered and that the relevant certificates are on board the

aircraft. The required documents are:

o Certificate of Registration

o Certificate of Airworthiness

o Passenger names place of boarding and destination

o Crew licenses

o Journey Logbook

o Radio License

o Cargo manifest





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Article 30: The aircraft of a state flying in or over the territory

of another state shall only carry radios licensed and used in

information regarding the particulars in which he does not

satisfy those standards".

accordance with the regulations of the state in which the The Convention is supported by ninteen annexes containing

aircraft is registered. The radios may only be used by

members of the flight crew suitably licensed by the state in

which the aircraft is registered.

Article 32: the pilot and crew of every aircraft engaged in

international aviation must have certificates of competency

and licenses issued or validated by the state in which the

aircraft is registered.

Article 33: (Recognition of Certificates and Licenses)

Certificates of Airworthiness certificates of competency and

licenses issued or validated by the state in which the aircraft

is registered shall be recognized as valid by other states.

The requirements for issue of those Certificates or

Airworthiness certificates of competency or licenses must

be equal to or above the minimum standards established by

the Convention.

Article 40: No aircraft or personnel with endorsed licenses

or certificate will engage in international navigation except

with the permission of the state or states whose territory is

entered. Any license holder who does not satisfy

standards and recommended practices (SARPs). The annexes

are amended regularly by ICAO and are as follows and are

published in six different languages (English French Spanish

Russian Arabic and Chinese)

Annex 1 - Personnel Licensing

Annex 2 - Rules of the Air

Annex 3 - Meteorological Service for International Air

Navigation

Vol I - Core SARPs

Vol II - Appendices and Attachments

Annex 4 - Aeronautical Charts

Annex 5 - Units of Measurement to be used in Air and

Ground Operations

Annex 6 - Operation of Aircraft

Part I - International Commercial Air Transport - Aero planes

Part II - International General Aviation - Aero planes

Part III - International Operations - Helicopters

Annex 7 - Aircraft Nationality and Registration Marks

Annex 8 - Airworthiness of Aircraft

Annex 9 - Facilitation

Annex 10 - Aeronautical Telecommunications

international standard relating to that license or certificate Vol I - Radio Navigation Aids

shall have attached to or endorsed on that license Vol II - Communication Procedures including those with





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PANS status

Vol III - Communication Systems

Part I - Digital Data Communication Systems

Part II - Voice Communication Systems

1.3 The Role of the European Aviation Safety Agency

Vol IV - Surveillance Radar and

Systems

Collision Avoidance 1.3.1 European Aviation Safety Agency EASA

Vol V - Aeronautical Radio Frequency Spectrum Utilization

Annex 11 - Air Traffic Services - Air Traffic Control Service

Flight Information Service and Alerting Service

Annex 12 - Search and Rescue

Annex 13 - Aircraft Accident and Incident Investigation

Annex 14 - Aerodromes

Vol I - Aerodrome Design and Operations

Vol II - Heliports

Annex 15 - Aeronautical Information Services

Annex 16 - Environmental Protection

Vol I - Aircraft Noise

Vol II - Aircraft Engine Emissions

Annex 17 - Security: Safeguarding International Civil

Aviation Against Acts of Unlawful Interference

Annex 18 - The Safe Transport of Dangerous Goods by Air

Annex 19 - Safety Management System (SMS).

EASA is an agency of the European Union (EU) with offices in Cologne, Germany which has been given

regulatory and executive tasks in the field of civilian aviation

safety.

It was created on 28 September 2003 and it reached full functionality in 2008 taking over functions of the JAA

(Joint Aviation Authorities)

Web site www.easa.europa.eu





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1.3.2 EASA Organogram

1.3.3 The Role of EASA in Legislation

EASA contributes to the production of all European Union

legislation related to the regulation of civil aviation safety and

environmental compatibility.

It submits opinions to the European Union Commission and

must be consulted by

proposals in this field.

the Commission on all legislative

Its experts have direct contact with all relevant organizations

and authorities and it makes use of the knowledge available

within industry and national administrations across the

European Union.

EASA in consultation with its stakeholders adopts also so-

called 'soft rules'.

These are non-binding standards specifications and

guidance material to assist in the consistent application of

European Union legislation across the European Union.

Where Community law is implemented at Member State

level EASA assists the Commission in overseeing its

effective application and its uniform understanding.





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This ensures that the necessary standards are therefore

being developed and maintained properly uniformly and

consistently across the European Union.

It is also the 'one-stop-shop' for the certification of foreign organizations that manufacture or maintain products used by

Community operators.

Where Community regulation is implemented at Member

Therefore EASA conducts inspections of undertakings as State level (issuing of individual airworthiness certificates well as national authorities throughout the European Union

both to monitor the application of European Union rules on

aviation safety and to assess the effectiveness of these

rules.

EASA also provides technical training which is essential to

achieve overall consistency and high-level standards.

EASA is an independent legal entity set up by the European

Union.

EASA assists the European Union Commission in preparing

and approvals to production and maintenance organizations

and personnel in their territory) EASA assists the

Commission in overseeing its effective and uniform

application.

EASA works closely with countries outside the European

Union and international organisations in the aviation field to

promote European Union safety standards and ensure a

high degree of harmonization across the world.

While the work of EASA focuses on the airworthiness and

environmental compatibility of aeronautical products it also will be given additional responsibilities as the scope of

European Union legislation on civil

environmental compatibility.

aviation safety and Community competences is extended to the regulation of air

operations the licensing of flight crew and the oversight of third country aircraft flying in the territory of Member States.

It also develops its own standards (certification specifications and guidance material) to facilitate the implementation of its

objectives).

EASA is responsible for the certification of aeronautical

In the longer term it is also envisaged that EASA will play a

role in relation to the safety regulation of airport operation

and air traffic management.

products - aircraft engine parts and appliances - and the

organizations that design them to ensure that aircraft are

airworthy and meet environmental standards.





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1.3.4 Rule Making Regulation Structure





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1.3.5 EASA 8asic Regulation: (EC) No 216/2008





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E A S A R e g u l a t i o n

(E C ) N o 2 1 6 / 2 0 0 8

Y R e g N o . 1 7 0 2 / 2 0 0 3 Y 3 8 1 / 2 0 0 5 Y 7 0 6 / 2 0 0 6 Y 3 3 5 / 2 0 0 7

Y 3 7 5 / 2 0 0 7

Y 2 8 7 / 2 0 0 8 Y 1 0 5 7 / 2 0 0 8 Y 1 1 9 4 / 2 0 0 9

Y 7 4 8 / 2 0 1 2 (N e w

r e p I a c i n g 1 7 0 2 / 2 0 0 3 )

Y R e g u I a t i o n

S t r u c t u r e


Y B .R e g 2 1 6 / 2 0 0 8

4 c h a p t e r s 7 0 A r t i c I e s A m e n d e d b y R e g u I a t i o n N o . Y 6 9 0 / 2 0 0 9 Y 1 1 0 8 / 2 0 0 9

Y R e g N o . 2 0 4 2 / 2 0 0 3 Y 7 0 7 / 2 0 0 6 Y 3 7 6 / 2 0 0 7 Y 1 0 5 6 / 2 0 0 8

Y 1 2 7 / 2 0 1 0

Y 9 6 2 / 2 0 1 0 Y 1 1 4 9 / 2 0 1 1 Y 5 9 3 / 2 0 1 2





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1.3.6 The Management of European Aviation Safety Agency

Control of EASA is ensured through the Management Board

1.3.6.1 Rulemaking

Y Currently the Basic

Regulation establishes Community

which is made up of representatives of each European

Union Member State and the European Union Commission.

The Board adopts the work of EASA work program in co-

operation with the European Union Commission.

It also adopts EASA budget after approval by the European

Union Parliament.

competence only for the regulation of the airworthiness

and environmental compatibility of aeronautical products

parts and appliances.

Y Work is underway to extend the scope of this regulation

to embrace the regulation of pilot licensing air operations

and third country aircraft.

Y It is envisaged also to extend the scope of the Basic

The Management Board appoints the Executive Director

who has responsibility for the management of EASA.

Regulation to the safety regulation of airport operations

and air traffic control services.

To fulfill its tasks the Board consults with an Advisory Body

of Interested Parties (ABIP) representing all aviation

stakeholders.

EASA is made up of four directorates corresponding to its

main tasks:

Y Rulemaking

Y Certification

Y Quality

Y Standardization

Y With reference to rulemaking activities EASA consults

with two bodies:

National authorities (the Advisory Group of National Authorities - AGNA). This is a political forum. The

UK CAA has one voice in this group but that voice is

significantly influential.

Stakeholder's representatives (the Safety Standards

Consultative Committee - SSCC).





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1.3.6.2 Certification

Y The necessary

developed and

standards are therefore being

maintained properly uniformly and

Y The new Certification Directorate is responsible for:

The management of all applications for design

consistently across the European Union.

organization approvals the issue of related Y Accordingly EASA conducts inspections of

certificates and their continued monitoring.

The management of all applications from non EU countries or from EU country on request of the

competent authority of that country for production

undertakings as well as national authorities

throughout the EU both to monitor the application of

EU rules on aviation safety and to assess the

effectiveness of these rules.

organization approvals the issue of related Y EASA also provides technical training which is

certificates and their continued surveillance.

The management of all applications from non European Union countries for maintenance and

maintenance training organization approvals the

essential to achieve overall consistency and high-

level standards.

Y In addition there is a directorate which deals entirely

with administration. issue of related certificates

surveillance.

and their continued

Y Each Director reports to the Executive Director.

1.3.6.3 Quality and Standardization

Y Where European Community law is implemented at

Y Decisions of EASA which adversely affect a person

or organisation may be addressed to the Board of

Appeal established specifically for the purpose. Member State level the Agency assists the

European Commission in overseeing its effective

application and its uniform understanding.

Y This Board is an independent body whose decisions

may be appealed to the European Union Court of

Justice.





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Y EASA is bound to implement

Board of Appeal and the Court.

the decisions of the (Brazil) and the Interstate Aviation Committee (Russia) work

with EASA to ensure compliance with international standards

and to facilitate trade in aeronautical products.

1.4 Relationship between Part-21, Part-M, Part-145, Part-66,

Part-147 and EU-OPS

Y Accident investigation bodies issue safety recommendations

and analysis that guide the agency's safety strategy. 1.4.1 The Relationship 8etween EASA Authorities

and Other Aviation

1.4.2 The Relationship between Part-66, Part-147 and Part-145

EASA works closely with representatives of other organizations to

ensure that the agency takes their views into account:

Under the European

Aviation Safety Agency (EASA)

Y Interested parties in industry which

are subject to rules

regulation (EC) 1592/2002 it is a legal requirement

throughout the member states of the European Union (EU) drafted by EASA are key to ensuring the success of civil

aviation safety standards by assisting in the drafting and

correct application of European Community and EASA rules;

for aircraft to be maintained by organizations which have

been approved to do so by EASA and the approval has

been issued and is being supervised on its behalf by the

Competent Authority in each member state and by EASA Y European aviation authorities perform a critical role in

assisting EASA with the performance of its core rulemaking

certification and standardization functions;

itself in non-member states.

In the case of the UK the competent authority is the Civil

Aviation Authority (CAA). The approval is issued in Y International aviation organizations such as the Joint accordance with Implementing Regulations Part-145 (IR

Aviation Authorities Euro control and the International Civil

Aviation Organization work together with EASA to promote Part-145).

As a consequence

of this requirement Certifying

international civil aviation standards;

Y International aviation authorities such as the Federal

Maintenance Engineers and Mechanics who are employed

within these maintenance organizations are required in the first instance to be approved to a suitable standard based on

Aviation Administration Transport Canada DAC/CTA education training and experience.





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On satisfying the basic requirements Certifying Maintenance

Engineers and Mechanics are granted a license by the

1.4.3 Relationship b/w EASA Part 21, Part M, Part 145, Part 66,

Part 147 & EU-OPS

relevant competent authority in accordance with

Implementing Regulations Part-66 (IR Part-66).

As they accumulate experience and undertake aircraft and

equipment type and task training then this is reflected on

their individual licenses and in the scope of work which they

are approved to carry out.

In order to obtain the elements of basic training necessary

for the granting of an IR Part-66 license and to take the

necessary examinations which provide the evidence of

conformity for the issue of a Part-66 license organizations

have been set up in accordance with Implementing

Regulations Part-147 (IR Part-147) these organizations are

approved to provide the basic training conversion of license

training and aircraft and equipment type training depending

on the specification of each IR Part-147 training organization

approval.





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PTC/CM/Aviation Legislation/01 2 - 1


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Sub Module 2 - Aircraft Maintenance Engineer License

Sub Module 2

AIRCRAFT MAINTENANCE

ENGINEER LICENSE





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Detailed Understanding of ANO 066 and EASA Part-66 Chapter 3: Guidance Material to ANO-066

(Section A: Technical Requirements)*

FOREWORD

1. The Civil Aviation Authorities of South Asian Regional Initiative

(SARI) members (here in after referred as "Member State Country")

have agreed to a common comprehensive and detailed aviation

requirements with a view to make it compatible for maintenance

carried out in one Member State to be accepted by the Civil Aviation

Authority in another Member State.

* PCAA has published Section B of Chapter 1 2 & 3 of SARI Part-

066 document in the form of "Manual" under the title of "PCAA

ANO-066-AWRG (herein also referred as "ANO-066") requirements

for issuance of Aircraft Maintenance Engineer License has been

developed to address issuance of license of personnels involved in

the maintenance of large aircraft or aircraft used for commercial air

transport and components intended for fitment thereto.

ANO-066 has been divided in to three chapters:

Procedures for Aircraft Maintenance Engineer License" with

reference MNL-066-AWRG (herein also referred as MNL-066)".

MNL-066 will be the source document for all working procedures of

PCAA to deal with Aircraft Maintenance Licenses issued under

ANO-066.

Moreover it will be ensured that whenever there is any change in

SARI-066 document ANO-066 and/or MNL-066 shall be updated

accordingly.

Chapter 1: Regulations

(Section A: Technical Requirements)*refer text below

Chapter 2: Acceptable Means of Compliance to ANO-066

(Section A: Technical Requirements)*





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CHAPTER 1: REGULATION

SECTION A - TECHNICAL REQUIREMENTS

SUBPART A: AIRCRAFT MAINTENANCE ENGINEER

LICENSE AEROPLANES AND

HELICOPTERS

ANO.066.A.1 Scope

(a) This section establishes the requirements for the issue of an

Aircraft Maintenance Engineer License and conditions of its validity

and use for aero planes and helicopters of the following categories:

Category A (Line Maintenance Certifying

Mechanic)

Category B1 (Maintenance Certifying Technician

A1 and B1.1 Aero planes Turbine

A2 and B1.2 Aero planes Piston

A3 and B1.3 Helicopters Turbine

A4 and B1.4 Helicopters Piston

ANO.066.A.2 Authority

This Air Navigation order is issued by Director General Civil Aviation

Authority of Pakistan in pursuance of power vested in him under

Rule 4 5 51 180 and 360 and all other enabling provisions of the

Civil Aviation Rules 1994 (CARs 94).

ANO.066.A.3 Implementation

This Air Navigation Order shall become effective from 18th

November, 2013 and supersedes all previous regulations

information and PCAA publications on "Aircraft Maintenance

Mechanical) Engineer License (Basic or Type)". However the phase wise

Category B2 (Maintenance Certifying Technician

Avionic)

Category C (Base Maintenance Certifying

Engineer)

(b) Categories A and B1 are subdivided into subcategories relative

applicability of this ANO will be as per the directives of Director

Airworthiness issued for mandatory compliance to meet the defined

timeline.

ANO.066.A.4 Applicability

Applicable to all AMEs/Technicians/Aviation cadets who performs or

to combinations of aeroplanes helicopters turbine and piston intended to perform maintenance activity carryout

engines. The subcategories are: scheduled/unscheduled inspection replacement or modifications





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on Aircrafts in PCAA approved manner.

ANO.066.A.10 Application

a) An application for an Aircraft Maintenance Engineer Licence or

specifically endorsed on the authorisation. The certification

privileges shall be restricted to work that the license holder

has personally performed in a maintenance organisation

approved by PCAA.

change to such licence shall be made on PCAA Form 19 in a

2. A category 81 Aircraft Maintenance Engineer licence manner established by PCAA and submitted thereto. .

shall permit the holder to issue certificates of release to

b) In addition to the documents required in points ANO.066.A.10(a)

as appropriate the applicant for additional basic categories or

service following maintenance including aircraft structure

powerplant and mechanical and electrical systems.

Replacement of avionic line replaceable units requiring subcategories to an Aircraft Maintenance Engineer licence shall simple tests to prove their serviceability shall also be submit his/her current original Aircraft Maintenance Engineer licence

to PCAA together with PCAA Form 19.

ANO.066.A.15 Eligibility

An applicant for an Aircraft Maintenance Engineer License shall be

at least 18 years of age.

ANO.066.A.20 Privileges

included in the privileges. Category B 1 shall automatically

include the appropriate 'A' subcategory.

3. A category 82 Aircraft Maintenance Engineer licence

shall permit the holder to issue CRS following maintenance

on avionic and electrical systems.

4. A category 'C' Aircraft Maintenance Engineer licence

shall permit the holder to issue certificates of release to

(a) Subject to compliance with paragraph (b) the following

privileges shall apply:

1. A category A Aircraft Maintenance Engineer license

permits the holder to issue certificates of release to service

(CRS) following minor scheduled line maintenance and

service following base maintenance on aircraft. The

privileges apply to the aircraft in its entirety in a ANO-145

organisation.

(b) The holder of an Aircraft Maintenance Engineer licence may not

exercise certification privileges unless:

simple defect rectification within the limits of tasks

1. in compliance with

the applicable requirements of





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Continuing Airworthiness and/or ANO-145.

2. in the preceding two-year period he/she has either had

(b) Full or partial credit against the basic knowledge requirements

and associated examination shall be given for any other technical

qualification considered by PCAA to be equivalent to the knowledge

six months of maintenance experience in accordance with standard of this ANO. Such credits shall be established in

the privileges granted by the Aircraft Maintenance Engineer

license or met the provision for the issue of the appropriate

privileges.

3. he has the adequate competence to certify maintenance

on the corresponding aircraft.

accordance with Examination Credit

Examination Credit

(a) PCAA may only grant examination credit on the basis of an

examination credit report

(b) The examination credit report must be either developed by

4. he/she is able to read write and communicate to an PCAA or approved by PCAA.

understandable level in the language(s) in which the

technical documentation and procedures necessary to

support the issue of the certificate of release to service are

written.

Examination credit report

(a) For each technical qualification concerned the report shall

identify the subject matter and knowledge levels contained in Basic

ANO.066.A.25 8asic knowledge requirements

(a) An applicant for an Aircraft Maintenance Engineer license or the

Knowledge Requirements to

category being compared.

ANO-066 relevant to the particular

addition of a category or subcategory to such an Aircraft

(b) The report shall include a statement of compliance against each Maintenance Engineer license shall demonstrate by examination a subject stating where in the technical qualification the equivalent level of knowledge in the appropriate subject modules in standard can be found. If there is no equivalent standard for the accordance with Basic Knowledge Requirements. The basic

knowledge examinations shall be conducted by a training

organisation appropriately approved under EASA Part-147 or ANO-

particular subject the report shall state such facts.

(c) Based upon paragraph (b) comparison the report shall indicate

147 or by PCAA. for each technical qualification concerned the Appendix I subject

matters subject to examination credits.





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(d) Where the national qualification standard is changed the report

shall be amended as necessary.

ANO.066.A.30 Experience requirements

(a) An applicant for an Aircraft Maintenance Engineer Licence shall

have acquired:

2. for category 82 and subcategories 81.1 and 81.3:

(i) Five years (05) of practical maintenance experience on

operating aircraft if the applicant has no previous relevant

technical training; or

(ii) Three years (03) of practical maintenance experience on

operating aircraft and completion of training considered 1. for category 'A' and subcategories 81.2 and 81.4:

(i) Three years (03) of practical maintenance experience on

operating aircraft if the applicant has no previous relevant

technical training; or

(ii) Two years (02) of practical maintenance experience on

operating aircraft and completion of training considered

relevant by PCAA as a skilled worker in a technical trade

(Skilled worker is a person who has successfully completed

a training acceptable to PCAA & involved in manufacture

repair overhaul or inspection of mechanical electrical or

electronic equipment. Training would include the use of tools

& measuring devices); or

(iii) One year (01) of practical maintenance experience on

operating aircraft and completion of EASA Part-147 or ANO-

147 approved basic training course.

relevant by PCAA as a skilled worker in a technical trade

(Skilled worker is a person who has successfully completed

a training acceptable to PCAA & involved in manufacture

repair overhaul or inspection of mechanical electrical or

electronic equipment. Training would include the use of tools

& measuring devices); or

(iii) Two years (02) of practical maintenance experience on

operating aircraft and completion of EASA Part-147 or ANO -

147 approved basic training course.

3. for category C with respect to large aircraft:

(i) Three years (03) of experience exercising category B1.1

B1.3 or B2 privileges on large aircraft or as ANO-145 B1.1

B1.3 or B2 support staff or a combination of both; or

(ii) Five years (05) of experience exercising category B1.2

or B1.4 privileges on large aircraft or as ANO-145 B1.2 or





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B1.4 support staff or a combination of both; or

4. for category C with respect to non-large aircraft:

Three years (03) of experience exercising category B 1 or

B.2 privileges on non large aircraft or as ANO-145 B1 or B2

support staff or a combination of both; or

5. For category C obtained through the academic route:

a) An applicant holding an academic degree in a technical

discipline from a university or other higher educational

institution recognized by Higher Education Commission


(HEC) and PCAA three years (03) of experience

working in a civil aircraft maintenance environment on a

representative selection of tasks directly associated with

aircraft maintenance including six months (06) of

observation of base maintenance tasks.

(b) An applicant for an extension to an Aircraft Maintenance

Engineer license shall have a minimum civil aircraft

maintenance experience requirement appropriate to the

additional category or subcategory of license applied

(Experience Requirements for extending ANO 66 AML) (c) For category A B1

and B2 the experience must be

as defined below practical which means being involved with a

representative cross

aircraft.

section of maintenance tasks on





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(d) For all applicants at least one year (01) of the required License holder.

experience must be recent maintenance experience on

aircraft of the category/subcategory for which the initial (c) Any certification privilege based upon an Aircraft Maintenance

Aircraft Maintenance Engineer Licence is sought. For Engineer License becomes invalid as soon as the Aircraft

subsequent category/subcategory additions to an existing

Aircraft Maintenance Engineer Licence the additional recent

maintenance experience required may be less than one year

but must be at least three months. The required experience

must be dependent upon the difference between the licence

category/subcategory held and applied for. Such additional

Maintenance Engineer licence is invalid.

(d) The Aircraft Maintenance Engineer license is only valid

Y When issued and/or changed by PCAA and

Y When the holder has signed the document.

NOTE: Validity of license is not affected by the lack of recent

experience must be typical of

category/subcategory sought.

the new licence experience. This is only a

privileges

requirement for exercising the

ANO.066.A.40 Continued validity

of the Aircraft

ANO.066.A.45 Type/task training and ratings

Maintenance Engineer License (a) The holder of a category A Aircraft Maintenance Engineer

(a) The Aircraft Maintenance Engineer licence becomes invalid after

two years unless the holder submits his/her aircraft maintenance

licence to PCAA in order to verify that the information contained in

the licence is the same as that contained in PCAA records

(b) The holder of an Aircraft Maintenance Engineer Licence shall

Licence may only exercise certification privileges on a specific

aircraft type following the satisfactory completion of the relevant

category A aircraft task training carried out by an appropriately

approved ANO-145 or ANO-147 organization. The training shall

include practical hands on training and theoretical training as

appropriate for each task authorized. Satisfactory completion of

training shall be demonstrated by an examination and/or by

complete the relevant parts of PCAA Form 19 and submit it with the workplace assessment carried out by an appropriately approved

holder's copy of the licence to local Airworthiness field office unless

the holder works in a maintenance organisation approved in

ANO-145 or ANO-147 organization.

accordance with ANO-145 that has a procedure in its exposition (b) the holder of a category B1 B2 or C Aircraft Maintenance

whereby such organisation may submit the necessary

documentation on behalf of the Aircraft Maintenance Engineer

Engineer license shall only exercise certification privileges on a

specific aircraft type when the Aircraft Maintenance Engineer





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licence is endorsed with the appropriate aircraft type rating.

(c) ratings shall be granted following satisfactory completion of the

PCAA person within 24 hours.

ANO.066.A.70 Conversion provisions

relevant category B1 B2 or C aircraft type training approved by

PCAA or conducted by an appropriately approved EASA Part-147 or

ANO-147 maintenance training organisation.

(a) The holder of a valid certifying staff qualification issued by PCAA

prior to the date of entry into force of this ANO shall be issued an

Aircraft Maintenance Engineer license without further examination

(d) Category B1 and B2 approved type training shall include subject

theoretical and practical elements. Theoretical and practical training

shall comply with Type Training Examination Standards . (b) A person undergoing a qualification process valid in Pakistan

prior to the date of entry into force of this ANO may continue to

be qualified. The holder of a qualification gained following such (e) Category C approved type training shall comply with Type qualification process shall be issued an aircraft maintenance Training Examination Standards to this ANO. In the case of a

category C person qualified by holding an academic degree the first

relevant aircraft type theoretical training shall be at the category B1

or B2 level. Practical training is not required.

(f) Completion of approved aircraft type training shall be

demonstrated by an examination. The examination shall comply

licence without further examination subject to the conditions

specified in Conversion of National Qualifications

Conversion report for national qualifications

The report shall describe the scope of each type of qualification and

show to which aircraft maintenance license it will be converted with Type Training Examination Standards.

respect of category B1 or B2 or C aircraft

The examinations in

type ratings shall be which limitation will be added and the ANO-066 module/subjects on

which examination is needed to ensure conversion to the aircraft conducted by training organizations appropriately approved under

ANO-147 PCAA or the training organization conducting the

approved training course.

ANO.066.A.55 Evidence of qualification

maintenance license without limitation or to include an additional

(sub-) category. The report shall include a copy of the existing

regulation defining the license categories and scopes.

Personnel exercising certification privileges must produce their

license as evidence of qualification if requested by an authorized





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8asic Knowledge Requirements

1. Knowledge Levels - Category A, 81,

Maintenance Engineer License

82 and C Aircraft

Objectives:

The applicant should be able to understand the theoretical

fundamentals of the subject.

Basic knowledge for categories A B1 and B2 are indicated by the

allocation of knowledge levels indicators (1 2 or 3) against each

The applicant should be able to give a general description of

the subject using as appropriate typical examples.

applicable subject. Category C applicants must meet either the The applicant should be able to use mathematical formulae category B1 or the category B2 basic knowledge levels. The in conjunction with physical laws describing the subject. knowledge level indicators are defined as follows: The applicant should be able to read and understand

LEVEL 1:

A familiarization with the principal elements of the subject.

Objectives:

The applicant should be familiar with the basic elements of

the subject.

The applicant should be able to give a simple description of

the whole subject using common words and examples.

The applicant should be able to use typical terms.

LEVEL 2:

A general knowledge of the theoretical and practical aspects of the

sketches drawings and schematics describing the subject.

The applicant should be able to apply his knowledge in a

practical manner using detailed procedures.

LEVEL 3:

A detailed knowledge of the theoretical and practical aspects of the

subject. A capacity to combine and apply the separate elements of

knowledge in a logical and comprehensive manner.

Objectives:

The applicant should know the theory of the subject and

interrelationships with other subjects.

The applicant should be able to give a detailed description

of the subject using theoretical fundamentals and specific

examples. subject. An ability to apply that knowledge. The applicant should understand and be able to use





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mathematical formulae related to the subject.

The applicant should be able to read understand and

prepare sketches simple drawings and schematics

describing the subject.

The applicant should be able to apply his knowledge in a

practical manner using manufacturer's instructions.

2. MODULARIZATION

Qualification on basic subjects for each ANO-066 Aircraft

Maintenance Engineer license category or subcategory should be in

accordance with the following matrix. Applicable subjects are

indicated by an 'X':






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"8asic Examination Standard" multi-choice part of the examination is 75 %.

1. Standardization 8asis For Examinations 1.8 The pass mark for each essay question is 75% in that the

1.1 All basic examinations must be carried

out using the multi-

candidates answer must contain 75% of the required key points

addressed by the question and no significant error related to any

choice question format and essay questions as specified below.

1.2 Each multi-choice question must have three alternative answers

of which only one must be the correct answer and the candidate

must be allowed a time per module which is based upon a nominal

average of 75 seconds per question.

1.3 Each essay question requires the preparation of a written

answer and the candidate must be allowed 20 minutes to answer

required key point.

1.9 If either the multi-choice part only or the essay part only is failed

then it is only necessary to retake the multi-choice or essay part as

appropriate.

1.10 Penalty marking systems must not be used to determine

whether a candidate has passed.

1.11 All ANO-066 modules that make up a complete ANO-066

each such question. Aircraft Maintenance Engineer license category or subcategory

1.4 Suitable essay questions must be drafted and evaluated using

the knowledge syllabus in ANO-066 Appendix I Modules 7 9 and

10.

must be passed within a 5 year time period of passing the first

module

1.12. A failed module may not be retaken for at least 90 days

following the date of the failed module examination except in the

1.5 Each question will have a model answer drafted for it which will case of a ANO-147 approved maintenance training organisation

also include any known alternative answers that may be relevant for which conducts a course of retraining tailored to the failed subjects

other subdivisions.

1.6 The model answer will also be broken down into a list of the

in the particular module when

after 30 days.

the failed module may be retaken

important points known as Key Points.

1.7 The pass mark for each ANO-066 module and sub-module

1.12 The 5 year time period specified in paragraph 1.11 does not

apply to those modules which are common to more than one ANO-

066 Aircraft Maintenance Engineer license category or subcategory





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and which were previously passed as part of another such category

or subcategory examination.






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"Type Training Examination Standard"

1. Type training levels The three levels listed below define the

objectives that a particular level of training is intended to achieve.

Level 1: General Familiarization

troubleshooting. General knowledge of the theoretical and practical

aspects of the subject.

Course objectives:

In addition to the information contained in the Level 1 training at the

A brief overview of the airframe systems and power plants as completion of this Level 2 Ramp and Transit training the student will

outlined in the systems description section of the Aircraft

Maintenance Manual. be able to:

1. Understand the

theoretical fundamentals; apply Course objectives:

Upon completion of the course the student will be able to

knowledge in a practical manner using detailed procedures;

2. Recall the safety precautions to be observed when

working on or near the aircraft power plant and systems.

1. Provide a simple description of the whole subject using 3. Demonstrate knowledge of the main ramp and transit

common words and example using typical terms and identify

safety precautions related to the airframe its systems and

power plant

2. Identify maintenance practices important to the airframe its

systems and power plant

3. Define the general layout of the aircraft's major systems

4. Define the general layout and characteristics of the power

plant

5. Identify special tooling and test equipment used with the

aircraft

Level 2: Ramp and transit

Basic system overview of controls indicators principal components

including their location and purpose servicing and minor

(through-flight) activities of the following:

o Doors windows and hatches.

o Electrical power supplies.

o Fuel.

o Auxiliary power unit.

o Power plant.

o Fire protection.

o Environmental Control Systems.

o Hydraulic power.

o Landing gear.

o Flight controls.

o Water/waste.

o Oxygen.





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o Flight and service interphone.

o Avionics.

o Cabin equipment/furnishings.

Level 3: Line and 8ase Maintenance Training

Detailed description operation component location

4. Describe systems and aircraft

access power availability and sources.

handling particularly

removal/installation and bite

maintenance manual level.

and troubleshooting procedures to

5. Identify the locations of the principal components. Course objectives:

6. Explain the normal functioning of each major system

including terminology and nomenclature. In addition to the information contained in Level 1 and Level 2

7. Perform the procedures for ramp and transit servicing training at the completion of Level III Line and Base Maintenance

associated with the aircraft for the following systems:

o Fuel

o Power Plants

o Hydraulics

o Landing Gear

training the student will be able to:

(a) Demonstrate a theoretical knowledge of aircraft systems

and structures and interrelationships with other systems

provide a detailed description of the subject using theoretical

fundamentals and specific examples and to interpret results

o Water/Waste from various sources and measurements and apply

o Oxygen.

8. Demonstrate proficiency in use of crew reports and on-

corrective action where appropriate;

(b) Perform system engine component and functional

checks as specified in the maintenance manual.

board reporting systems (minor troubleshooting) and (c) Correlate information for the purpose of making decisions

determine aircraft airworthiness per the MEL/CDL.

9. Identify and use appropriate documentation.

10. Locate those procedures for replacement of components

for ramp and transit activities identified in objective 2.

in respect of fault diagnosis and rectification to maintenance

manual level.

(d) Describe procedures for replacement of components

unique to aircraft type.





Rev. 00 Mar 2014

Category - A/81/82


2. Type training standard

Although aircraft type training includes both theoretical and practical

(c) Content:

As a minimum the elements in the Syllabus below that are

elements courses can be approved for the theoretical element the specific to the aircraft type must be covered. Additional

practical element or for a combination of both.

2.1. Theoretical element

(a) Objective:

On completion of a theoretical training course the student

shall be able to demonstrate to the levels identified in the

Appendix III syllabus the detailed theoretical knowledge of

elements introduced due to technological changes shall also

be included. The training syllabus shall be focused on

mechanical and electrical aspects for B1 personnel and

electrical and avionic aspects for B2.

2.2. Practical element

The practical training element must consist of the performance of

representative maintenance tasks and their assessment in order to

the aircraft's applicable systems structure operations meet the following objectives:

maintenance repair and troubleshooting according to

approved maintenance data. The student shall be able to

demonstrate the use of manuals and approved procedures

including the knowledge of relevant inspections and

(a) Ensure safe performance of maintenance inspections

and routine work according to the maintenance manual and

other relevant instructions and tasks as appropriate for the

limitations. type of aircraft for example troubleshooting repairs

(b) Level of training:

Training levels are those levels defined in paragraph 1

above. After the first type course for category C certifying

adjustments replacements rigging and functional checks

such as engine run etc if required.

(b) Co

Documents

M 10 PIA Aviation Legislation