Mod 10 Chapter 1 Master

Mod 10 Chapter 1 Master.doc Issue 1 Page 1- 1

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TRAINING MANUAL

JAR 66 Module 10

Aviation Legislation

REGULATORY FRAMEWORKS

CHAPTER 1

Chapter 1 Contents

Contents 1 Objectives 2

Introduction 3 Role of the International Civil Aviation Organisation 5 The Air Navigation Order 6 The Civil Aviation Authority 11 British Civil Aviation Requirements 15 Civil Aircraft Airworthiness Information & Procedures 18 Airworthiness Notices 23 The Role of the Joint Aviation Authority 31 The Role of JAA Full Member Authorities 33 The Role of JAA Candidate Member Authorities 34 The Relationship Between JAR Ops, JAR 145, JAR 147, JAR 66 and JAR Maintenance 34 JAR Ops 35 JAR 145 35 JAR 66 37 JAR 147 37 JAR Maintenance 37 Relationship with other Aviation Authorities 38 European Aviation Safety Agency (EASA) 39 Transition from JAA to EASA 39

Page 1- 2 Mod 10 Chapter 1 Master.doc Issue 1

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OBJECTIVES

At the end of this chapter, you will be able to:

1. Explain the role of the International Civil Aviation Organisation (ICAO)

2. Explain the role of the Joint Aviation Authority (JAA)

3. Explain the role of JAA full member Authorities

4. Explain the role of JAA candidate member Authorities

5. Explain what information and the structure of Joint Aviation

Requirements (JAR)

6. Explain the relationship between JAR-OPS, JAR 145, JAR 147, JAR 66 and JAR Maintenance

7. Explain the role of the EASA.

In addition, you will be able to:

8. Identify those parts of the Air Navigation Order (ANO) that are of most significance to a Licensed Aircraft Maintenance Engineer (LAME)

9. Explain what information is contained within British Civil

Aviation Requirements (BCAR)

10. State which public authority certifies the airworthiness of aircraft

11. State the purpose of Airworthiness Notices (AWN)

12. Explain what information is contained within Civil Aircraft

Airworthiness Information and Procedures (CAAIP)


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INTRODUCTION

Air Legislation is the term generally used to define the process through which the laws relating to all areas of the civil aviation industry, in the United Kingdom, are enacted. These notes are a guide and introduction into the legislation and general requirements governing the design, construction, approval registration, certification and maintenance of civil aircraft and associated equipment manufactured in the United Kingdom. The approval and certification procedures for aircraft and associated equipment manufactured outside the United Kingdom are also included, although these procedures may differ, depending on the countries concerned. As the subject matter is dealt with in a general way, any text extracted from the Air Navigation Order, British Civil Airworthiness Requirements, Joint Airworthiness Requirements, Airworthiness Notices or any other publications, may have been abridged or abbreviated to fit the particular presentation. These notes do not, therefore, purport to give full and authoritative interpretation. Where full and authoritative text is required, reference should be made to the latest issue of the appropriate document.


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Relationship Between United Kingdom Legislation and ICAO Figure 1.1

Chicago Convention of 1944

Air Navigation Order (ANO) Arranged in

Parts, Articles and Schedules

Civil Aviation Act 1949

United Kingdom Legislation

Air Navigation Regulations (ANR) Sponsored by the

Secretary of State for Transport

International Civil Aviation Organisation (ICAO) Convention of 1944

Similar organisation by each of the other

Contracting States


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The Role of the International Civil Aviation Organisation (ICAO)

During the latter part of 1944, a meeting, between 54 countries from around the world, including the United Kingdom, was held in Chicago to discuss matters related to standardising the conduct of civil aviation. On 7th December 1944, 32 of these countries signed an international agreement on the regulation of civil aviation.(Today there are approximately 188 signatories). From this „Chicago Convention‟, as the agreement is called, the contracting states formed the ICAO. It came into being officially on the 4 April 1947 and in October of the same year became a „specialised agency of the United Nations (UN)‟. In the United Kingdom, provision for giving effect to the „Chicago Convention‟ and generally regulating air navigation was made in the Civil Aviation Act of 1949. This Act of Parliament is the authority for the implementation of the Air Navigation Order (ANO) which is a statutory instrument (SI) that sets out, in detail the law of the land concerning civil aviation and its conformity with the ICAO recommended standards and practices. Figure 1.1 shows the connection between the ICAO and the UK. The ICAO only makes recommendations to member countries. These recommendations are based on investigation and analysis of aviation matters and the experiences of contracting member states. The ICAO has no executive powers to incorporate or introduce legislation into a National Authority‟s national standard; this is left to each contracting nations own National Authority.


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CHAPTER 1 The Air Navigation Order (ANO) The Civil Aviation Act of 1949 placed aviation standards and practices on the UK

statute books. The subject matters contained within the ANO are statutory instruments, (SI‟s) requiring organisations and individuals within the aviation industry to comply with the ANO requirements. The ANO applies to all aircraft registered in the United Kingdom. Failure to comply with an ANO, in part or completely,

could lead to prosecution. The ANO is under constant review and at times is subjected to amendment action following parliamentary action. At the time of writing the current ANO is dated July 19th 2000. The latest amendment state is included in the title reference given in the opening pages of the ANO. The ANO is arranged as: Sections (1 - 9) We are interested in Section 1 which is laid out in: Parts (1 - 10) Articles (1 - 134) Schedules (1 - 14)

These are listed in numerical sequence within Section 1 of the ANO and set out the rules and regulations under which all types of British registered aircraft must be operated. The Articles contained in Part III, Airworthiness and Equipment of Aircraft are of

particular interest and importance to aircraft maintenance engineers. In addition to setting aviation standards, the ANO also authorises the Secretary of State for Transport to make regulations, known as Air Navigation Regulations

(ANR). These amplify the content of certain, though not all articles within the ANO. It cannot be emphasised enough, but the work of aircraft maintenance engineers, both licensed and unlicensed must comply with the ANO and ANR at all times. The listings overleaf show the contents of the ANO, whilst the flow chart illustrates the process whereby the ANO and ANR, and their subsequent amendment, are introduced on to the statute books.


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SECTION 1 – THE AIR NAVIGATION ORDER 2000 Made 14

th June 2000

Laid before Parliament 26th June 2000

Coming into force 19th July 2000

ARRANGEMENT OF ORDER CITATION, COMMENCEMENT AND REVOCATION Article

ANO Parts, Articles and Schedules Figure 1.2


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ANO Parts, Articles and Schedules Figure 1.2.1


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Parliamentary Process for Introduction of ANO and ANR Figure 1.3

Parliamentary White Paper

3rd Reading

1st Reading 2nd Reading

Parliamentary Committee

Stage

Parliamentary Bill

Parliamentary Readings

Parliamentary Approval & Royal Assent

Civil Aviation Act

Air Navigation Order

Sec of State for Transport Air Navigation Regulation

Act of Parliament

Order in Council


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Development of Airworthiness Requirements Figure 1.4

OTHERS UK USA

MET IN CHICAGO DECEMBER 1944 FORMED THE

INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO)

BRITISH

GOVERNMENT

USA

GOVERNMENT

LAWS PASSED RATIFYING

ICAO

CIVIL AVIATION ACT PASSED 1949

RATIFIED ICAO

LAWS PASSED RATIFYING

ICAO

AIR NAVIGATION

ORDER

CIVIL AVIATION

AUTHORITY

F.A.A.

BRITISH CIVIL AIRWORTHINESS

REQUIREMENTS

FEDERAL AIRWORTHINESS REQUIREMENTS

JOINT AIRWORTHINESS

REQUIREMENTS

OTHER

NAA‟s

JAA

MEMBERS

OTHER

GOVERNMENTS


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The Civil Aviation Authority (CAA) The CAA was formally set up under the Civil Aviation Act of 1971, on 22nd December 1971 and assumed responsibility and full authority for civil aviation matters on 1st April 1972. It became the United Kingdom‟s first independent and unified body for regulating civil aviation, air traffic control and navigation services. The affairs of the CAA are presided over by an executive committee consisting of a: Chairman and Deputy Chairman Controller of National Air Traffic Services Controller of Safety

Head of Air Transport Licensing Controller of Finance and Planning An Airworthiness Requirements Board (ARB) (not to be confused with the old Air

Registration Board, predecessor of the CAA) sits in an advisory capacity to the CAA. In the field of aviation engineering and maintenance, the prime concern of every engineer must always be the upholding of airworthiness and safety standards. To this end, our particular interest lies in the area of the CAA administered by the Controller of Safety. Under his direction, there are two main divisions each under the control of a Director-General. These divisions are known as the „Safety Regulation Group‟ (SRG) and „Operations‟

The SRG, based at Aviation House, Gatwick, Surrey, possess delegated functions that are primarily of a technical nature. These functions are implemented by staff known as „Surveyors‟ who are engaged in specialist and general duties, relevant to

all airworthiness aspects from design approval and certification to operation and maintenance. Aircraft engineers, whether working in design, manufacturing or maintenance, are all accountable to the CAA via the Safety Regulations Group.


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CHAPTER 1 To date the SRG comprises of the following divisions and departments:

(a) Operating Standards Division which includes the Maintenance Standards Department, amongst many others

(b) Design and Manufacturing Standards Division which includes various

departments, including Structures & Materials and Powerplant Departments

(c) Licensing Standards Division, which includes the Engineer License

Department, as well as Crew and Aerodrome licensing. (d) Medical Division, responsible for medical examination and certification

(e) Support Services Division which includes the Airworthiness

Requirements Section and the Safety Data and Analysis Unit At some stage in your early engineering career, your first contact with the SRG will be through the „Personnel Licensing Section‟ It is the function of this section to assess and approve all engineer license and for conducting the appropriate examinations

Organisational Structure of CAA to SRG and Licensing Figure 1.5

Air Registration Board (ARB) reconstituted as the Civil

Aviation Authority by the Civil Aviation Act of 1971

Safety Regulation Group (SRG) Operations

BCARs Other Departments


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The CAA publishes reference materials based on the requirements of legislation, standards and procedures. A list of some of the more applicable publications is given at Figure 1.6 below.

Reference: CAA Document No 13 - Publication List Air Navigation – The Order and The Regulation - CAP 393 Air Operators Certificate: Part 1 - Operation of Aircraft Part 2 – Engineering Support Arrangements - CAP 360 (superseded by JAR-OPS 1) Airworthiness Notices - CAP 455 CAA Approved Organisations - CAP 475 Civil Aircraft Airworthiness Information and Procedures - CAP 562 Light Aircraft Maintenance Schedule (Aeroplanes) - CAP 411 (Helicopters) - CAP412 Mandatory Aircraft Modifications and Inspections Summary - CAP 476 Mandatory Aircraft Reporting Scheme: Information & Guidance - CAP 382 Log Books: > 2730kg Aircraft - CAP 408 Engines - CAP 391 VP Propellers - CAP 388 < 2730kg Aircraft - CAP 398 Engines - CAP 399 VP Propellers - CAP 400 British Civil Airworthiness Requirements Section A - Airworthiness Procedures where CAA has Prime Responsibility for Type Approval of the Product - CAP 553 Section B - Airworthiness Procedures where CAA does not have Prime Responsibility for Type Approval of the Product - CAP 554 Section K - Light Aeroplanes CAP 467 Section L - Licensing CAP 468

Sample of CAA Publications Figure 1.6


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The CAA maintains a close liaison with many other National Aviation Authorities (NAA). The aim of these liaisons is to share information related to aviation matters,

thus ensuring airworthiness issues from across the world are reviewed and assessed for potential impact or applicability to the UK aviation industry and vice

versa. Additionally the CAA, being a full member of the Joint Aviation Authority (JAA),

maintains close links with other member Authorities in order to standardise the requirements, regulations and procedures across the JAA. Figure 1.7 shows examples of other NAA‟s both within and outside of the JAA organisation.

Europe Joint Aviation Authority (JAA)

USA Federal Aviation Administration (FAA)

France Bureau Veritas (BV) Direction Generale de L‟Aviation Civile (DGAC) Germany Luftfahrt Bundesamt (LBA) Netherlands Nederlandse Luchtvaart Autoriteit (NLA) Italy Regio Aeronautico Italiano (RAI) Austria Ministry of Transport – Dept. of Civil Aviation (MT) Norway Civil Aviation Administration (CAA) Sweden Board of Civil Aviation (BCA) Canada Ministry of Transport (MT) Australia Department of Transport (DT) Finland National Board of Aviation (NBA) Belgium Administration de L‟Aeronautique (ADLA)

Example of Other NAA and Foreign Airworthiness Authorities

Figure 1.7


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British Civil Airworthiness Requirements (BCAR)

BCARs are published by the SRG of the CAA and relay, to the aviation industry, the minimum airworthiness standards necessary to meet the ANO and ANR. They also constitute the basis for the issue of approvals and certificates required by the current ANO and ANR. Note:

BCARs do not purport to provide a text of detailed or current aeronautical knowledge and should not be regarded as doing so. It is essential that the interpretation of BCAR should be made in conjunction with background knowledge of the subject matter.

BCARs are constructed in sequential alphabetical Sections. In these sections the material is supported by Appendices (blue paper in sections A, B, M, N and R and in Italic print for sections S and T) that are, in essence, acceptable interpretations or supplementary information related to the BCAR. This is similar to the Acceptable Means of Compliance (AMC), used in the JAR system, which will be covered in a later chapter. These sections are also published as Civil Aircraft Publications (CAP). For example: BCAR Section A – CAP 553 BCAR Section B – CAP 554 BCAR Section L (licensing – light blue in colour) - CAP 468 New Issues, re-issues and amendments to BCAR are announced in the aeronautical press prior to release. Until October 1998, Amendments to Sections M, N, Q, R, S,

T and BCAR 31 were considered in committee prior to Airworthiness Requirements Board approval and either printed on Blue paper or included as a revised page. A

slightly different process effects the amendment procedures for sections A, B and L. Amendments to these sections were made by means of Grey Papers (this is just a reference to the colour of the paper on which the amendment is printed). From 1998 no new grey or blue papers were issued. Issue of loose-leaf amendments and a record sheet inserted in the front of the publication now effect amendments. Blue and Grey papers remain valid until they are consolidated into the next issue of the affected BCAR. The effective date of a BCAR is marked on the paper. At convenient intervals, the contents of an amendment will be incorporated into the main text of the affect section. The issue number will then be revised and the amendment papers withdrawn. Figures 1,8 shows a general list of effective BCAR and CAP numbers, whilst Figure 1.9 illustrates the style of the BCAR general contents with both issue numbers and dates. Once again, the student is reminded to consult the current version of BCAR for definitive information on the subject.


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BRITISH CIVIL AIRWORTHINESS REQUIREMENTS (BCARs) SECTION CAP NUMBER

A* AIRWORTHINESS PROCEDURES WHERE THE CAA HAS 553

PRIMARY RESPONSIBILITY FOR TYPE APPROVAL OF THE PRODUCT.

B* AIRWORTHINESS PROCEDURES WHERE THE CAA DOES 554

NOT HAVE PRIMARY RESPONSIBILITY FOR TYPE APPROVAL OF THE PRODUCT.

G ROTORCRAFT 465

J ELECTRICAL 466

K LIGHT AEROPLANES 467

L* LICENSING 468

M EMISSION CERTIFICATION 514

N NOISE 469

P PROVISIONAL AIRWORTHINESS REQUIREMENTS FOR 470

CIVIL POWERED-LIFT AIRCRAFT

Q NON-RIGID AIRSHIPS 471

R RADIO 472

S SMALL LIGHT AEROPLANES 482

* OF PARTICULAR INTEREST TO LAMEs

General List of Effective BCAR and their CAP Numbers Figure 1.8


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CIVIL AVIATION AUTHORITY BRITISH CIVIL AIRWORTHINESS REQUIREMENTS

GENERAL CONTENTS ISSUE 104

29 NOVEMBER 1999

GENERAL CONTENTS …………………………………………………………ISSUE 104 29 NOVEMBER 1999

GENERAL FOREWORD ………………………………………………………..ISSUE 59 29 OCTOBER 1998

SECTION A - AIRWORTHINESS PROCEDURES WHERE

THE CAA HAS PRIMARY RESPONSIBILITY

FOR TYPE APPROVAL OF THE PRODUCT (CAP 553) ……………………………………………….ISSUE 5 29 NOVEMBER 1999

SECTION B - AIRWORTHINESS PROCEDURES WHERE

THE CAA DOES NOT HAVE PRIMARY

RESPONSIBILITY FOR TYPE APPROVAL

FOR THE PRODUCT (CAP554)……………………..ISSUE 5 29 NOVEMBER 1999

SECTION L - LICENSING – AIRCRAFT MAINTENANCE

ENGINEERS (CAP468) ……………………………….ISSUE 13 2 OCTOBER 1997

SECTION M - EMISSIONS CERTIFICATION (CAP514) ……..…..ISSUE 1 1 MAY 1986

SECTION N - NOISE (CAP469) ………………………………………ISSUE 5 1 AUGUST 1990

SECTION Q - NON-RIGID AIRSHIPS (CAP 471)………………….ISSUE 1 17 DECEMBER 1979

SECTION R - RADIO (CAP 472) …………………………………….ISSUE 4 10 APRIL 1974

SECTION S - SMALL LIGHT AEROPLANES (CAP 482) ………..ISSUE 2 31 AUGUST 1999

SECTION T - LIGHTGYROPLANES (CAP 643) …………………..ISSUED 29 MARCH 1995

BCAR 31 - MANNED FREE BALLOONS (CAP 494 …………..ISSUE 1 31 AUGUST 1984

For JAA publications which form part of British Civil Airworthiness Requirements, please see Airworthiness

Notice No.6 and JAR General Contents.

BCAR General Contents List with Issue Numbers and dates Figure 1.9


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CHAPTER 1 Civil Aircraft Airworthiness Information and Procedures (CAAIP)

CAAIPs are published by the CAA and consist of 14 sequentially numbered Parts and individual Leaflets within those parts as illustrated in Figures 1.10. (Note: Currently, there is no Part 13) Each leaflet contains information on a variety of matters concerned with the manufacture, overhaul, repair, maintenance, operation and procedures of civil aircraft. The leaflets are designed to assist and increase the knowledge of the reader on subjects for which there is a shortage of information from other sources. The information is essentially of a general nature and not specific to any particular type of aircraft, engines, equipment or component parts fitted to civil aircraft. It is essential that where specific information or guidance is required, the appropriate manufacturer's manual is referred to at all times. The interpretation of the Leaflets and the application of the information contained therein is greatly dependent on the background knowledge of the reader. In the preparation of the Leaflets, it is assumed that the reader is familiar with general engineering practices and working procedures of the civil aircraft industry. If it is considered necessary for the understanding of the text, a certain amount of background information will be included in the relevant Leaflet. Note:

The information contained within CAAIPs cannot be referenced in maintenance documentation. Work carried out and referenced must always be in accordance with the manufactures manuals or other applicable engineering directives


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Leaflet Number Title Issue/Revision Date Part 1 Airworthiness Procedures 1-2 Legislation and Requirements Rev 30 June 1997 1-3 Occurrence Reporting and the Engineer Iss 1July 1990 1-4 Weight & Balance of Aircraft Iss 1 July 1990 1-5 Aircraft Engine and Propeller Log Books Iss 1 July 1990 1-6 Maintenance of Aircraft not Exceeding 2730 kg, including Star Inspection Rev 17 June 1991 1-7 Condition Monitored Maintenance Iss 1 July 1990 1-8 Storage Conditions of Aeronautical Supplies Iss 1 July 1990 1-9 Concessions during manufacture Iss 18 Dec 1990

Part 2 Engineering Practices and Procedures 2-1 Engineering Drawings Iss 1 July 1990 2-2 Clean Rooms Iss 1 July 1990 2-3 Timber Conversion – Spruce Iss 1 July 1990 2-4 Synthetic Resin Adhesives Iss 1 July 1990 2-5 Locking and Retaining Devices Iss 1 July 1990 2-6 Cleanliness of Aircraft Iss 1 July 1990 2-7 Paint Finishing of Metal Aircraft Iss 1 July 1990 2-8 Fabric Covering Iss 1 July 1990 2-9 Doping Iss 1 July 1990 2-10 Thread Inserts Iss 1 July 1990 2-11 Torque Loading Iss 1 July 1990 2-12 Cable – Splicing and Swaging Iss 1 July 1990 2-13 Control Systems Iss 1 July 1990 2-14 Measurement and Calibration Systems Rev 30 June 1997

Part 3 - Identification Marking 3-1 Identification Marking Processes for a/c parts Iss 1 July 1990 3-2 Identification Markings on Metalic Materials Iss 1 July 1990 3-3 Bolts & Screws of British Manufacture Iss 1 July 1990 3-4 Nuts of British Manufacture Iss 1 July 1990 3-5 Standard Fasteners of American Manufacture Iss 1 July 1990

Part 4 Non Destructive Examinations 4-1 Oil and Chalk Process Iss 1 July 1990 4-2 Penetrant Dye Processes Iss 1 July 1990 4-3 Fluorescent Penetrant Processes Iss 1 July 1990 4-4 Performance Testing of Penetrant Testing Matls. Rev 11 June 1993 4-5 Ultrasonic Flaw Detection/Thickness Measurement Iss 1 July 1990 4-6 Radiological Examination of Aircraft Structures Iss 1 July 1990 4-7 Magnetic Flaw Detection Iss 1 July 1990 4-8 Eddy Current Method Iss 1 July 1990 4-9 Endoscope Inspections Iss 1 July 1990

CAAIP‟s Figure 1.10.1


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Part 5 Systems and Equipment 5-1 General Precautions Iss 1 July 1990 5-2 Lifejackets Iss 1 July 1990 5-3 Carbon Monoxide Contamination Iss 1 July 1990 5-4 Control Chains, Chain Wheels and Pulleys Iss 1 July 1990 5-5 Hose and Hose Assemblies Iss 1 July 1990 5-6 Inst. And Maintenance of Rigid Pipes Iss 1 July 1990 5-7 Tyres Iss 1 July 1990 5-8 Wheels & Brakes Iss 1 July 1990 5-9 Oxygen Systems Rev 22 June 1998

Part 6 Structures 6-1 Inspection of Wooden Structures Iss 1 July 1990 6-2 Inspection of Aircraft Metal Structures Iss 1 July 1990 6-3 Inspection of Aircraft after Abnormal Occurrences Iss 1 July 1990 6-4 Repair of Metal Airframes Iss 1 July 1990 6-5 Rigging Checks of Aircraft Iss 1 July 1990 6-6 The Effect of Disturbed Airflow on a/c Behaviour Iss 1 July 1990 6-7 Assy. And Maintenance of Critical Bolted Joints Iss 1 July 1990 6-8 Glass Windscreen Assemblies Iss 1 July 1990

Part 7 Engines 7-1 Piston Engine Overhaul- Test Requirements Iss 1 July 1990 7-2 Piston Engine Overhaul – Dynamometer Testing Iss 1 July 1990 7-3 Piston Engine Overhaul – Fan Testing Iss 1 July 1990 7-4 Storage Procedures Iss 1 July 1990 7-5 Piston Engine Overhaul – Correcting Test Results Iss 1 July 1990 7-6 Piston Engine Overhaul – Operation Beyond Limits Iss 1 July 1990

Part 8 Aircraft Instruments 8-1 Compass Base Surveying Rev 17 June 1991 8-2 Compasses Iss 11 June 1993

Part 9 Electrical Equipment 9-1 Bonding & Circuit Testing Iss 1 July 1990 9-2 Charging Rooms for Aircraft Batteries Iss 1 July 1990 9-3 Cables – Installation and Maintenance Iss 1 July 1990 9-4 Antistatic Protection Iss 1 July 1990

Part 10 Ground Operations

10-1 Aircraft Handling Iss 1 July 1990

CAAIP‟s Figure 1.10.2


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Part 11 Airworthiness Information 11-3 CAA Flight Testing Policy Iss 1 July 1990 11-4 UK Certification of Imported Aircraft not Exceeding 2730 kg MTWA Iss 1 July 1990 11-5 Aircraft Electrical Cables Iss 1 July 1990 11-6 Use of „B‟ Conditions Overseas Iss 18 Dec 1990 11-9 CAA Recognition of AME Type Training Courses for Licence Endorsement Iss 30 June 1992 11-10 Electrical Generating Systems – Bus Bar Low Voltage Warning (Single engined aircraft) Iss 30 June 1992 11-11 Steep Approaches Rev 30 June 1997 11-12 Installation of High Intensity Strobes (Helicopters) Rev 4 Nov 1994 11-13 DH 82A Installation of Anti-Spin Strakes Iss 30 June 1992 11-14 Design Requirements of Bearing Assemblies Iss 30 June 1992 11-15 JAR 145 Competence of Maintenance Personnel Training Programme & Facilities Rev 4 November 1994 11-16 Computer Control – Records and Programmes Iss 11 June 1993 11-17 Helicopter Mixed Pax/Cargo; All cargo Cabin Rev 4 Nov 1994 11-19 Aircraft Plywood – Thin Sheets Iss 11 June 1993 11-20 UK C of A Issue for Series Aircraft at the Manufacturer‟s Premises in the USA Iss 4 Nov 1994 11-21 Application for C of A and Modifications Iss 4 Nov 1994 11-22 Experience from Incidents Iss 22 June 1998 App 9-1 Ground Handling of Transport Aircraft Iss 22 June 1998 App 11-1 Aircraft Markings & Placards Iss 22 June 1998 App 12-2 Security of Refuelling Point Caps Iss 22 June 1998 App 20-4 Maintenance & Re-installation of Pipes & Cable Looms Iss 22 June 1998 App 20-6 Hydraulic Fluid Contamination Iss 22 June 1998 App 27-1 Flutter of Flying Control Surfaces Iss 22 June 1998 App 32-1 Brake & Anti-skid Systems Iss 22 June 1998 App 32-2 Tyre Maintenance & Reliability Iss 22 June 1998 App 35-1 Oxygen Fire Risk Iss 22 June 1998 App 35-2 Passenger & Crew Oxygen Systems Iss 22 June 1998 App 51-3 Corrosion Inhibiting Compounds Iss 22 June 1998 App 70-1 Molybdenum Disulphide Lubricants- Effects on Gas Turbine Engines Iss 22 June 1998 App 70-3 Effects of Chloride Based Materials on Stainless Steel & Titanium Iss 22 June 1998 App 76-1 Single Path Control Systems Iss 22 June 1998 11-23 Microbiological Contamination in Aircraft Fuel Tanks Iss 22 June 1998 11-24 Use of Standard Parts on Aircraft Restoration Iss 22 June 1998 11-25 Compact Disc – ROM Technical Library Iss 22 June 1998

Part 12 Specifications 12–1 Aerospace Specifications

CAAIPs Figure 1.10.3


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Part 14 Standard Maintenance Practices 14 - 0 Standard Maintenance Practices Iss 17 June 1991 14 - 1 Midas Flight Data Recorder Iss 17 June 1991 14 - 2 Sadas Flight Data Recording Equipment Iss 17 June 1991 14 - 3 Plessey/Davall Data Recorders Rev 11 June 1993 14 - 4 Sundstrand Flight Data Recorder Rev 11 June 1993 14 - 6 EFDAS Flight Data Equipment Rev 11 June 1993 14 - 7 Plessey/Davall Data Recorder – 726A Rev 11 June 1993 14 - 9 Standard Clauses for Maintenance Schedules Rev 22 June 1998 14 -10 Plessey FDR System PV 1584 Rev 11 June 1993 14 -13 Universal/Sunstrand Model 980-4100 Iss 17 June 1991 14 -14 CVR Fairchild A100 Iss 17 June 1991 14 -15 Maint. And Inspection of Crew Harnesses and Passenger Seat Belts Rev 22 June 1998 14 -17 N15F201B Underwater Location Beacon Iss 30 June 1992 14–18 Air Cruisers Co. Evacuation System Iss 30 June 1992 14-19 Maintenance of Aircraft not Operated for Commercial Air Transport Iss 22 June 1998 14-20 Maintenance Compliance Document (JAR OPS 1) Rev 22 June 1998 14-21 Maintenance Compliance Document (JAR OPS 3) Rev 22 June 1998

CAAIPs Figure 1.10.4


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Airworthiness Notices (AWN) - CAP 455 AWNS are the means by which the CAA, via the SRG, publishes information at short notice on technical, mandatory and administrative matters concerning airworthiness. Airworthiness Notices are available on the CAA web site at www.srg.caa.co.uk under the heading Publications .

Paper copy is issued free of charge to: All owners of civil aircraft on the UK register

All holders of an Aircraft Maintenance Engineers License issued by the CAA All Organisations approved by the CAA under the ANO

who write in to „Requirements and Policy Unit, 1E Aviation House Gatwick, W Sussex, RH6 0YR‟. It is the responsibility of the individuals or organisations holding copies of AWN’s to insert and or amend the Notices promptly. Ignorance of the contents of an AWN is no defence in law. The notices most frequently referred to include:

AWN No 3 - Type Rated Licensed Aircraft Engineers and Members of Approved Organisations – Certified Responsibilities (in relation to ANO Art 10 & 12 and JAR 145.50)

AWN No 6 - General Information on CAA Publications AWN No 10 - Aircraft Engineers Licenses – Categories and Ratings

with respect to BCAR Section L and JAR 66/145. Note: (1) It is standard practice within CAA publications to indicate material differences from the previous issue by inserting a thick vertical line into the left margin adjacent to the revised text or diagram. The Notice Number and Issue Number of the AWN‟s can be found in the contents list of CAP 455. The AWN Number, Issue Number and Issue Date can be found on each of the AWN‟s. (2) MANDATORY Notices are marked with (M) beside the AWN number.

http://www.srg.caa.co.uk/


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List of AWN‟s Figure 1.11.1


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List of AWN‟S Figure 1.11.6


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CHAPTER 1 The Role of the Joint Aviation Authority (JAA).

The National Aviation Authorities (NAA) of certain European countries met and

agreed to use common and detailed aviation requirements with a particular view to minimising Type Certification on joint ventures. This agreement led, in 1990, to the formation of the Joint Aviation Authority (JAA). The agreement also facilitated easier export and import procedures for aviation products and allowed for easier maintenance across the member states. As a consequence aircraft certified, operated and maintained in any JAA State will be accepted in any other JAA state. It should be noted that not all regulations have been harmonised or accepted at this time. The outcome of the meeting between these NAA‟s led to the formation of the JAA and the signing of a document entitled „Arrangements Concerning the Development and Acceptance of Joint Aviation Requirements (JAR)‟. Members of the JAA Committee are representatives from their own NAA (also known as JAA/NAA).

The JAA is made up of 33 member states of which 21 are Full Members and 12 are what are termed, Candidate Members. This figure is likely to alter as Candidate Members acquire Full Member status and more countries seek membership. Reference should always be made to JAR 145 Appendix 7 for the definitive list of Full Members or JAA Headquarters for the latest situation regarding membership. Currently, (April 2001), the membership is as shown below: FULL MEMBERS AUSTRIA GREECE POLAND BELGIUM ICELAND PORTUGAL CZECH REPUBLIC IRELAND SPAIN DENMARK ITALY SWEDEN FINLAND LUXEMBOURG SWITZERLAND FRANCE NETHERLANDS TURKEY GERMANY NORWAY UNITED KINGDOM CANDIDATE MEMBERS BULGARIA HUNGARY MOLDOVA CYPRUS LATVIA MONACO ESTONIA ROMANIA SLOVAKIA MACEDONIA MALTA SLOVENIA


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CHAPTER 1 The aim of the JAA is to make recommendations, on civil aviation matters, to member Authorities. Member Authorities then have the option of deciding whether or not to adopt a particular requirement as their „Sole‟ or „Optional‟ code. Joint Airworthiness Requirements are titled using numerical and alphabetical suffixes to the letters „JAR‟. For example, JAR-145, JAR-OPS or JAR-APU (Auxiliary Powerplant Unit). A sample list of JAR‟s is given at Figure 1.12, below. JARs are divided into two sections; the first section being the Requirements and the second section being the Acceptable Means of Compliance (AMC) or Interpretative Explanatory Material (IEM).

Airworthiness Standards

JAR 1 Abbreviations & Definitions JAR 21 Certification of Aircraft and Products & Parts

JAR 22 Sailplanes & Powered Sailplanes JAR 23 Small Aeroplanes JAR 25 Large Aeroplanes JAR 27 Small Helicopters

JAR 29 Large Helicopters JAR APU Auxiliary Power Units

JAR AWO All Weather Operations JAR E Engines JAR P Propellers JAR TSO Technical Standing Orders

JAR VLA Very Light Aircraft

Maintenance Approvals

JAR 66 Certifying Staff Maintenance JAR 145 Approved Maintenance Organisation

JAR 147 Approved Maintenance Training / Examination

Air Operations

JAR OPS Operations (in 4 Parts) : 1 - CAT Aeroplanes, 3 – CAT Helicopters

JAR 26 Additional Airworthiness requirements for Operations

Certification Standards

JAR 36 Noise Requirements

Flight Crew Licensing

JAR FCL Crew Licencing (in 3 Parts)

Aircraft Operations

JAR STD Synthetic Training Devices

Sample List of JAR‟s

Figure 1.12


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CHAPTER 1

The current „change‟ status (issue No.) of a JAR can be found on the title page with

further amplification of changes published in the „preambles‟. For comparison with UK legislation, JAR‟s are similar to the ANO and ANR in intent and authority. Figure 1.13 aims to show the approximate relationships / comparisons between the ANO and JAR systems.

Relationship Between ANO and JAR Systems

Figure 1.13

The Role of JAA Full Member Authorities Full member Authorities, JAA/NAA are responsible for the maintenance of JAR‟s in accordance with the „ Arrangements‟ document, covered earlier. Each full member Authority is represented on the committees and sub-committees of the JAA. These committees monitor and make recommendations for amendment to JAR‟s. Once accepted in principle these amendments are circulated in the form of a proposal (known as Notice of Proposed Amendment - NPA), for comment by the NAA and

the aviation industry in general. What may be relevant and workable in the UK may not be so in Iceland. Temporary Guidance Leaflets (TGLs)

These provide a means of quickly providing advice and possible adoption of a JAR. They bypass the formal but slow process of Notice of Proposed Amendments (NPAs).

ANO / ANR JAR

BCAR Acceptable Means of Compliance (AMC)

Interpretative Explanatory Material (IEM).

Similar to

Similar to


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CHAPTER 1 The JAA/NAA who are full members will issue, on behalf of the JAA (in line with JAA / JAR requirements), Approvals, aircraft Type Certificates, Licences etc. Full member Authorities may also carry out certification and approval within JAA candidate member states when invited The Role of JAA Candidate Member Authorities

Candidate Member Authorities are states in the process of developing full member status. The NAAs are engaged in adopting their own National Requirements to meet those of the JAA. At the time of writing 12 JAA/NAAs hold candidate member status and this number is expected to fluctuate as they become full members or other states seek membership of the JAA. Candidate members have authority to issue Approval certificates or Licences under JAA / JAR legislation. Such Approvals or Licences so issued, under JAA / JAR procedures, may not be recognised or accepted by other JAA full member Authorities. JARs – Relationship Between JAR–OPS, JAR-145, JAR-147, JAR-66, and when approved, JAR-Maintenance JAR–OPS, JAR-145, JAR-147, JAR-66, and JAR-Maintenance are related to each other in many ways. JAR-OPS and JAR-145 are inextricably linked by the need for JAR-OPS organisations being required to maintain their aircraft using JAR-145 approved companies. Similarly, for a company to issue engineers licences or approvals under JAR-66, that company needs to be JAR 147 approved. A JAR 145 company must have sufficient Licenced Aircraft Maintenance Engineers (LAME) to sign Release to Service documentation. Under JAA requirements, this means JAR-66 approval from a JAR 147 approved training organisation. From the preceding, you can see that each is linked closely with the other. The paragraphs on the following pages give the student a brief overview of each of the subject JARs.


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CHAPTER 1

JAR-OPS

JAR-OPS is currently divided into 4 Parts:

(a) JAR-OPS 1 for Commercial Air Transport (CAT), (b) JAR-OPS 2 for General Aviation, (c) JAR-OPS 3 for Commercial Air Transport (Helicopters) (d) JAR-OPS 4 for General Aviation (Helicopters).

JAR-OPS 1, prescribes the operation of any civil aircraft in the CAT category by an operator whose principal place of business is within a JAA member state. It does not apply to military, customs or police aircraft. Paragraph 1.005 of JAR-OPS 1 states that “an operator shall not operate an

aeroplane for the purpose of commercial air transportation other than in accordance with JAR-OPS Part 1”. The relationship to JAR-145 can be found at

paragraph 1.875 of sub-part M to JAR-OPS 1. Here it clearly states that an operator cannot operate an aircraft unless it is maintained and released to service by an organisation approved or accepted in accordance with JAR 145. It should be noted that paragraph 1.175 of sub-part C to JAR-OPS lays out the requirement for operators wishing to obtain an Air Operators Certificate. JAR-145- Approved Maintenance Organisation.

No aircraft of the CAT category may fly unless a Certificate of Release to Service (CRS) has been issued by an approved maintenance organisation. No organisation may issue a CRS unless it is a JAR-145 approved organisation, (or is working under

the authority of a 145 approved organisation). These rules also apply to aircraft components. Note:

JAR-145 is not required for carrying out pre-flight inspections. Beware, a pre-flight inspection is not the same as a daily inspection.


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CHAPTER 1 The JAR itself prescribes Personnel Requirements (145.30) and this forms the relationship between JAR-66 and JAR-OPS / JAR-145. Certifying staff (those required to issue CRS) must meet the qualification requirements of JAR-66 (JAR-145 refers to JAR-65, but this has since been superseded by JAR-66). Reference is also made to initial and further training as well as the requirement for the organisation to maintain records of all certifying staff. These certifying staff must be able to provide evidence of the scope of their authorisations and are responsible through their line managers to the Accountable Manager. JAR-145 gives the definition of terms used throughout the book in JAR-145.5.It also lays out the requirements for areas such as Facility Requirements, Equipment & Tools, Maintenance Records and the Maintenance Organisation Exposition (MOE) etc. The Appendices to JAR-145 are also a source of important information. Listed below are the 8 appendices. Appendix 1 - Organisations classification, ratings and limitations Appendix 2 – MOE Appendix 3 – JAA Form 1 (Authorised Release Certificate) Appendix 4 – Organisational Structures Appendix 5 – Quality Audit Plans Appendix 6 – Sub-Contracting of Organisations Appendix 7 – List of Full Member Authorities Appendix 8 - JAR-FAR Comparison Information If the student wishes a more in-depth overview of JAR-145 then there are other references in this book and in the JAR-145 itself.


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CHAPTER 1

JAR-66 - Certifying Staff Maintenance JAR-66 deals with the licensing requirements for certifying staff. As with other JAR‟s it is constructed in 2 sections and associated appendices. Amendments are published as replacement pages (not orange) with only the affected pages being reproduced. A new cover sheet, contents list and a preamble is included. JAR-66 was first issued on 3rd April 1998 and became effective on 1st June 1998. Any person requiring to be approved to issue a certificate of release to service (CRS) after 1st June 2001 must comply with the requirements of JAR-66

Personnel who qualified under BCAR Section L requirements may continue to exercise their privileges for a period of 10 years, (until 2011). However, such personnel must be issued a JAR-66 licence, based upon their Section L qualification and without further examination, within the 10 year period. Any licence issued under these conditions may contain technical limitations that will be deleted when the person passes an approved conversion examination. The relationship between JAR-66, JAR-OPS and JAR-145 is clear, in that all CAT aircraft must have a CRS issued and only a person qualified under JAR-66 may issue such a certificate. Whilst engineering training and conversion to JAR-66 is ongoing, those personnel possessing Section L licences may continue to exercise this privilege. JAR-147 - Approved Maintenance Training Organisations Any organisation wishing to conduct training and/or examination to the JAR-66 requirements must be approved to JAR-147 standards. These require the training organisation to contract sufficient staff, maintain records, syllabi, training facilities and a Training Organisation exposition. Once approved, JAR-147 organisations possess certain privileges (stated on the JAR-147 Certificate) such as carrying out ab-initio training, aircraft type training, conducting examinations and the issue of certificates following successful completion of a type course and examination. In completing an approved JAR-147 course of training, for „A‟ category certifying staff, the minimum relevant experience requirement is 1 year. Without such training the relevant practical maintenance requirements increase to 2 years. The minimum relevant experience requirements are discussed in more detail in a later chapter. JAR-Maintenance

JAR-Maintenance, at the time of writing is on its fourth draft version and is awaiting formal issue.


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CHAPTER 1 Relationship With Other Aviation Authorities

The aircraft operated by JAA countries will often be manufactured by or flown to and from countries that are not part of the JAA. Obviously there will be differences in the way that everything is done. In most cases, the participating countries will be part of the ICAO. The JAA has agreed to act in accordance with the provisions of the Chicago Convention. The JAA will take steps to keep ICAO informed of any development that may be of interest. Many of the rules and regulations concerning operation and maintenance of aircraft are similar because most countries are part of the ICAO. The two largest aircraft regulatory bodies are currently the Federal Aviation Administration in the USA and the JAA in Europe. The Federal Aviation Requirements produced by the FAA form the basis of many of the European JAR‟s. Even the numbers used are the same. For example JAR 145 is based on FAR 145, JAR 21, 23 and 25 are based on FAR 21, 23 and 25. The FAR‟s were in existence before the JAR‟s were produced, but in many cases the FAA are amending their requirements to bring them in line with the JAR. It is important to have this standardisation throughout the industry so that aircraft constructed in the USA and other countries will be acceptable in Europe and vice versa. If this were not possible, it would be almost impossible for aircraft to operate on an international basis. The way that the system works and the similarities in the rules will be demonstrated many times during the course.


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CHAPTER 1

EUROPEAN AVIATION SAFETY AGENCY (EASA)

Since June 1998, the European Union (EU) has been negotiating a new regulation (law) that would establish a single European authority responsible for civil aviation safety. Once it becomes law, EASA decisions would have binding authority over aircraft certification and maintenance in all EU member states. The law proposes to phase in responsibility for operational and personnel licensing so that eventually EASA would have responsibility for all aviation safety activities. The EASA will be a single aviation authority with the legal ability to make decisions that are effective in all EU member states (currently 15 countries). The JAA currently lacks similar authority and can only recommend actions. The JAA will continue to exist however, since there are 38 authorities who are members of the JAA. The FAA is examining the likely impact that EASA will have on existing agreements and procedures. The EASA may harmonise import requirements among European countries and between the U.S and the EU, making it easier for the U.S and EU manufacturers to develop new products in the future. Transition from JAA to EASA Of the many objectives the JAA seeks to achieve the most important one is that of assuring that through co-operation of its member states, a high and consistent level of safety in all fields of aviation is achieved and maintained. In order to achieve this most important of objectives, and to encompass co-operation with other countries, in particular the U.S, the EASA will become operational in October 2003. Initially taking responsibility for Type Certification of aircraft and associated equipments and products it will progressively assume responsibility for Maintenance, Operations, Licensing, Training and all other aspects of aviation concerning safety. The whole process will take several years within which time the JAA will eventually be absorbed into the EASA. The table overleaf will give some idea as to the division between the EASA – who will make the rules – and the NAA‟s – who will implement them.


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CHAPTER 1

REQUIREMENTS RULEMAKER CERTIFICATE ISSUER

Airwothiness

Type Certification EASA EASA

Design Organisation Approval (DOA)

(N0n EASA Country)

EASA EASA?

Design Organisation Approval (DOA) (EASA Country)

EASA

EASA

Individual Certification EASA NAA‟s

Maintenance

Maintenance Approval (Non EASA Country)

EASA EASA?

Maintenance Approval (EASA Country)

EASA NAA‟s

Operations EASA NAA‟s


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CHAPTER 1

SELF APPRAISAL QUESTIONS 1. What is the name of the organisation set up by the contracting states of the

Chicago Convention in 1944? 2. What is the date of the current Air Navigation Order? 3. What is the number and title of the Part of the ANO which is of most

significance to aircraft maintenance engineers? 4. Which Secretary of State is responsible for civil aviation? 5. What legislation can be made by this Secretary of State? 6. Which public authority certifies the airworthiness of aircraft? 7. What is the name of the publication which details the administrative

procedures on technical requirements for obtaining and renewing a C of A? 8. What name is given to the technical staff of the Safety Regulation Group? 9. Which Section of BCAR contains Certification & Approval Procedures for

Foreign Aircraft? 10. What is the title of Section L of BCAR? 11. What sort of information is given in BCAR? 12. What is JAR 29 concerned with? 13. What is the full title of CAAIP? 14. What sort of information is given in CAAIP? 15. Are CAAIP mandatory or recommendations? 16. What is the purpose of Airworthiness Notices?


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CHAPTER 1 Self Appraisal Questions - Continued

17. Who receives a copy of each Airworthiness Notice? 18. What is JAR AWO? 19. What is JAR 147 concerned with? 20. Which JAR deals with the “Certification of Aircraft and Related Products and

Parts? 21. Which JAR has replaced BCAR section N? 22. Where is the “CAA Implementation Policy” for JAR 66 and JAR 147 to be

found? 23. When will the EASA become operation? 24. What will be the functions carried out by the EASA?

Documents

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