NEPALESE CIVIL AIRWORTHINESS REQUIREMENTS (NCAR) · 2021. 1. 13. · NEPALESE CIVIL AIRWORTHINESS REQUIREMENTS FOREWORD NCAR Foreword i Issue 6 September 2020 FOREWORD Nepalese Civil

Nepalese Civil Airworthiness Requirements

Civil Aviation Authority of Nepal

NEPALESE CIVIL AIRWORTHINESS

REQUIREMENTS

(NCAR)

Issue 06

September 2020


Civil Aviation Building, Babar Mahal, Kathmandu, Nepal

NEPALESE CIVIL AIRWORTHINESS REQUIREMENTS

FOREWORD

NCAR Foreword i Issue 6 September 2020

FOREWORD

Nepalese Civil Airworthiness Requirements, known hereafter as “NCAR” have been issued

by Director General pursuant to Rule 82 of Civil Aviation Regulation 2002 (2058 B.S.).

These requirements complement and amplify the Civil Aviation Regulation 2002 (2058

B.S.).

In addition to NCAR, NCAR has other parts namely NCAR Part-M; NCAR Part-145; NCAR

Part-66 and NCAR Part-147.

The requirements have been developed in line with latest amendments to Annexes 1, 6, 7,

8, 16 and 19 to convention in order to fulfill the state's obligation towards implementation of

International Civil Aviation Organization (ICAO) Standard and Recommended Practices

(SARPs).

This issue of NCAR supersedes the applicable requirements of previous issues. These

requirements are applicable to all Nepalese registered aircraft, and, if specifically stated, to

foreign aircraft operating in Nepal.

These requirements are also applicable to AOC holders, continuing airworthiness

management organization, maintenance organizations, supplier organizations and owners

and operators of aircrafts as applicable apart from concerned persons or agency mentioned

therein.

This issue of NCAR comes into force with effective from 15th January 2021.

Rajan Pokhrel

Director General

CAA Nepal


TABLE OF CONTENTS (TOC)

NCAR TOC ii Issue 6 September 2020

CHAPTER TITLE

FOREWORD

SECTION A GENERAL

A.1 Definitions in NCAR

A.2 NCAR Amendment Procedure

A.3 Repealed

A.4 Categories of Aircraft

SECTION B AIRWORTHINESS CERTIFICATION

B.1 Type Certificates

B.2 Airworthiness Certificates

B.3 Export Certificate of Airworthiness

B.4 Special Flight Permit/Permit to Fly

B.5 Registration of Aircraft

B.6 Requirements for Hot Air Balloons

B.7 Special Flight Authorization

SECTION C MAINTENANCE REQUIREMENTS

C.1 Repealed

C.2 Repealed

C.3 Repealed

C.4 Repealed

C.5 Airworthiness Directives, Service Bulletins, Modifications and Repairs

C.6 Mass and Balance

C.7 Repealed

C.8 Flight Testing, Airworthiness/ Maintenance Check Flight

C.9 Mandatory Occurrence Reporting

C.10 Repealed

C.11 Repealed

C.12 Repealed

C.13 Radio Stations

C.14 Repealed

C.15 Repealed

C.16 Repealed

C.17 Repealed

C.18 Repealed

C.19 Continuing Airworthiness Maintenance Requirements for CAT II and/or CAT


TABLE OF CONTENTS (TOC)

NCAR TOC iii Issue 6 September 2020

III Airworthiness Approval

C.20 Requirements for Implementation of Reduced Vertical Separation Minimum

(RVSM)

C.21 Requirements for Extended Diversion Time Operations (EDTO) For

Commercial Air Transport

SECTION D APPROVAL PROCEDURES

D.1 Maintenance Organizations

D.2 Design Organizations

D.3 Storage and Supply Organizations

D.4 Repealed

D.5 Repealed

D.6 Repealed

D.7 Repealed

D.8 Repealed

D.9 Repealed

D.10 Repealed

SECTION E MANUALS AND RECORDS

E.1 Repealed

E.2 Repealed

E.3 Repealed

E.4 Aircraft Flight Manual

E.5 Repealed

E.6 Repealed

E.7 Aircraft, Engine, Propeller & Radio Logbooks

E.8 Minimum Equipment List- MEL

SECTION F AIRCRAFT MAINTENANCE TECHNICIAN LICENSES

F.1 Repealed

F.2 Repealed

F.3 Repealed

F.4 Repealed

F.5 Recognition of Foreign License


LIST OF EFFECTIVE PAGES (LEP)

NCAR LEP iv Issue 6 September 2020

CHAPTER PAGE

NUMBER ISSUE

NUMBER REVISION NUMBER

DATE OF ISSUE/ REVISION

FOREWORD i 06 00 September 2020

TABLE OF CONTENTS ii 06 00 September 2020

iii 06 00 September 2020

LIST OF EFFECTIVE PAGES

iv 06 00 September 2020

v 06 00 September 2020

vi 06 00 September 2020

vii 06 00 September 2020

viii 06 00 September 2020

ix 06 00 September 2020

x 06 00 September 2020

RECORD OF REVISION xi 06 00 September 2020

SECTION A

CHAPTER A.1

1 06 00 September 2020









10 06 00 September 2020

11 06 00 September 2020

CHAPTER A.2









APPENDIX-1


APPENDIX-2


CHAPTER A.3 REPEALED

CHAPTER A.4 1 06 00 September 2020


SECTION B

CHAPTER B.1






APPENDIX-1



NCAR LEP v Issue 6 September 2020



APPENDIX-2


APPENDIX-3


APPENDIX-4



CHAPTER B.2










10 06 00 September 2020

11 06 00 September 2020

12 06 00 September 2020

APPENDIX-1





APPENDIX-2



APPENDIX-3


APPENDIX-4


APPENDIX-5


CHAPTER B.3



APPENDIX-1


APPENDIX-2


CHAPTER B.4







APPENDIX-1




NCAR LEP vi Issue 6 September 2020


APPENDIX-2


APPENDIX-3


APPENDIX-4



CHAPTER B.5










10 06 00 September 2020

11 06 00 September 2020

12 06 00 September 2020

13 06 00 September 2020

14 06 00 September 2020

15 06 00 September 2020

APPENDIX-1



APPENDIX-2


APPENDIX-3


APPENDIX-4


APPENDIX-5


CHAPTER B.6





CHAPTER B.7








APPENDIX-1


APPENDIX-2




NCAR LEP vii Issue 6 September 2020

APPENDIX-3


SECTION C CHAPTER C.1 REPEALED

CHAPTER C.2 REPEALED



CHAPTER C.5







CHAPTER C.6






APPENDIX-1





CHAPTER C.8





APPENDIX-1




APPENDIX-2



APPENDIX-3


CHAPTER C.9




APPENDIX-1






CHAPTER C.13






NCAR LEP viii Issue 6 September 2020


APPENDIX-1



APPENDIX-2








CHAPTER C.19










APPENDIX-1


APPENDIX-2





CHAPTER C.20 1 06 00 September 2020








APPENDIX-1


APPENDIX-2




CHAPTER C.21









NCAR LEP ix Issue 6 September 2020




10 06 00 September 2020

11 06 00 September 2020

12 06 00 September 2020

13 06 00 September 2020

14 06 00 September 2020

15 06 00 September 2020

16 06 00 September 2020

17 06 00 September 2020

18 06 00 September 2020

19 06 00 September 2020

20 06 00 September 2020

21 06 00 September 2020

22 06 00 September 2020

23 06 00 September 2020

24 06 00 September 2020

25 06 00 September 2020

26 06 00 September 2020

27 06 00 September 2020

28 06 00 September 2020

29 06 00 September 2020

30 06 00 September 2020

SECTION D

CHAPTER D.1



APPENDIX-1



CHAPTER D.2



APPENDIX-1



CHAPTER D.3









APPENDIX-1



CHAPTER D.4 REPEALED



NCAR LEP x Issue 6 September 2020







SECTION E CHAPTER E.1 REPEALED

CHAPTER E.2 REPEALED


CHAPTER E.4







CHAPTER E.7





CHAPTER E.8










10 06 00 September 2020

11 06 00 September 2020

SECTION F

CHAPTER F.1 REPEALED




CHAPTER F.5





APPENDIX-1



APPENDIX-2



RECORD OF REVISIONS (ROR)

NCAR ROR xi Issue 6 September 2020

Issue

Number

Issue Date Revision

Number

Revision

Date

Revision

Type Reason for Change

1 September

1982

Initial Issue

2 November

1994

Update of requirements as

per applicable annex

3 July 2002 Update of requirements as


4 May 2009 Update of requirements as


5 March 2017 Update of requirements as


6 September

2020

Update of requirements as



SECTION A

GENERAL

NCAR Chapter A.1 Page 1 of 11 Issue 6

September 2020

CHAPTER A.1

DEFINITIONS IN NCAR

In these Requirements, unless the context otherwise requires, the following definitions shall apply:

‘Accepted’ means satisfying the applicable prevailing rules, regulations and requirements.

'AMT' means holder of aircraft maintenance technician licence in accordance with NCAR Section F and/or NCAR Part-66.

‘Aerial Work’ means an aircraft operation in which an aircraft is used for specialized services such as agriculture, construction, photography, surveying, observation, and patrol, search and rescue, aerial advertisement, etc.

‘Aeronautical Product’ means any aircraft, aircraft engine, aircraft propeller or a part to be installed thereon.

‘Aeroplane' means a power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from aerodynamic reactions on the surfaces which remain fixed under given conditions of flight.

Air Operator' means a person, organization or enterprise who is the holder of an Air Operator Certificate.

'Air Operator Certificate' means a certificate issued by the Director General, CAA Nepal pursuant to the rules that authorizes the operator to carryout specified commercial air transport operations.

'Aircraft' means any machine that can derive support in the atmosphere from the reactions of the air, other than the reactions of the air against the earth's surface.

‘Aircraft- category’ means classification of aircraft according to specified basic characteristics, e.g. aeroplane, helicopter, glider, free balloon.

‘Aircraft- type of’ means all aircraft of the same basic design including all modification thereto except those modification which result in a change in handling or flight characteristics.

‘Aircraft avionics’ means a term designating any electronic device- including its electrical part- for use in an aircraft, including radio, automatic flight control, and instrument system.

'Aircraft Components' include airframe structural parts, engines, propellers, instruments, system components, accessories and equipment forming part of an aircraft as defined in its type certificate data.

'Aircraft System' means a combination of aircraft components and associated wiring, plumbing or other interconnections installed in an aircraft to perform specific functions.

‘Afterburning’ means a mode of engine operation wherein a combustion system fed (in whole or part) by vitiated air is used.

‘Airship’ means a power-driven lighter-than-air aircraft.

'Air Time' with respect to keeping technical records, means the time in hours and minutes from the moment an aircraft leaves the ground on every flight until it touches the ground at the end of that flight.

‘Air Traffic Service’ means a generic term meaning variously, flight information service, alerting service, air traffic advisory service, air traffic control service (area control service, approach control service or aerodrome control service).

Air Transport Service' means a commercial air service that is operated for the purpose of transporting persons, personal belongings, baggage, goods or cargo in aircraft between two points for remuneration or hire.

'Airworthiness Directive' means mandatory modifications or special inspections required by the Director General or by the airworthiness authority of type certificate holder.


SECTION A

GENERAL


September 2020

'Airworthiness Limitations' means a life limitation applicable to life limited part or any maintenance task which is mandatory as a condition of the type certificate of an aeronautical product or as specified by Director General.

'Airworthy' means the status of an aircraft, engine, propeller or part when it conforms to its approved design and is in a condition for safe operation.

'Airworthiness Standard' in respect of the design manufacture or maintenance of an aeronautical product, means the description, in terms of a minimum standard, of the properties and attributes of the configuration, material and performance of physical characteristics of that aeronautical product, and includes the procedures to ascertain compliance with or to maintain that minimum standard, as specified in the applicable parts of the Airworthiness Manual.

‘Anticipated operating conditions' means those conditions which are known from experience or which can be reasonably envisaged to occur during the operational life of the aircraft taking into account the operations for which the aircraft is made eligible, the conditions so considered being relative to the meteorological state of the atmosphere, to the configuration of the terrain, to the functioning of the aircraft, to the efficiency of the personnel and to all the factors affecting safety in flight. Anticipated operating conditions do not include:

a) those extremes which can be effectively avoided by means of operating procedures; and

b) those extremes which occur so infrequently that to require the Standards to be met in such extremes would give a higher level of airworthiness than experience has shown to be necessary and practical.

‘Approach Phase’ means the operating phase defined by the time during which the engine is operated in approach operating mode.

'Appropriate airworthiness requirements’ means the comprehensive and detailed airworthiness codes established, adopted or accepted by a Contracting State for the class of aircraft, engine or propeller under consideration.

'Approved' means accepted by the Director General in writing as suitable for a particular purpose.

‘Approved Maintenance Organization’ means an organization approved/accepted/validated by CAA Nepal, in accordance with NCAR Part-145 or NCAR Chapter D.1 as applicable, to perform maintenance of aircraft, engine, propeller or parts thereof and operating under supervision of CAA Nepal.

‘Approved Training’ means training conducted under special curricula and supervision approved by CAA Nepal.

‘Approved Training Organization’ means an organization approved/accepted/validated by and operating under the supervision of CAA Nepal in accordance with the requirements of NCAR Part-147.

'Apron' means a part of an aerodrome, other than the maneuvering area, that is intended to be used for the loading and unloading of passengers and cargo, the refueling, servicing, maintenance and parking of aircraft and the movement of aircraft, vehicles and persons engaged in services necessary for those purposes.

'Associated aircraft systems' means those aircraft systems drawing electrical/pneumatic power from an auxiliary power unit during ground operations.

'Authorized Person' means an officer of Civil Aviation Authority of Nepal to whom the Director General has delegated functions specified in these Requirements.

'Auxiliary Power Unit (APU)' means a self-contained power-unit on an aircraft providing electrical/pneumatic power to aircraft systems during ground operations.

'Avionics' means the electrical, instrument and electronic components and systems of aircraft.

'Balloon' means a non-power-driven lighter than air aircraft.


SECTION A

GENERAL


September 2020

'Balloon Component' means any part, soundness and correct functioning of which when fitted to a balloon is essential for the continued airworthiness and safety of the balloon.

'Basket' means the container suspended beneath the envelope, mainly used for the balloon occupants.

'By-pass ratio' means the ratio of the air mass flow through the by-pass ducts of a gas turbine engine to the air mass flow through the combustion chambers calculated at maximum thrust when the engine is stationary in an international standard atmosphere at sea level.

'CAA' stands for Civil Aviation Authority.

‘CAAN’ or 'CAA Nepal' stands for Civil Aviation Authority of Nepal.

'Category A.' means with respect to helicopters, means a multi- engine helicopter designed with engine and system isolation features specified in Part IVB and capable of operations using take-off and landing data scheduled under a critical engine failure concept which assures adequate designated surface area and adequate performance capability for continued safe flight or safe rejected take-off.

'Category B' means with respect to helicopters, means a single- engine or multi-engine helicopter which does not meet Category A standards. Category B helicopters have no guaranteed capability to continue safe flight in the event of an engine failure, and a forced landing is assumed.

‘Certify as airworthy (to)’ means to certify that an aircraft or parts thereof comply with current airworthiness requirements after maintenance has been performed on the aircraft or parts thereof.

‘Certifying Staff’ means personnel responsible for the release of an aircraft or a component after maintenance.

‘Climb Phase’ means the operating phase defined by the time during which the engine is operated in climb operating mode.

‘Commercial air transport operation’ means an aircraft operation involving the transport of passenger, cargo or mail for remuneration or hire.

‘Competency’ means a combination of skills, knowledge and attitudes required to perform a task to the prescribed standards.

'Component' means any material, part or subassembly intended for use on an aeronautical product.

‘Common mark’ means a mark assigned by the International Civil Aviation Organization to the common mark registering authority registering aircraft of an international operating agency on other than a national basis.

“Common mark registering authority’ means the authority maintaining the non-national register or, where appropriate, the part thereof, in which aircraft of an international operating agency are registered.

'Configuration (as applied to the aeroplane)’ means a particular combination of the positions of the moveable elements, such as wing flaps and landing gear, etc., that affect the aerodynamic characteristics of the aeroplane.

‘Configuration Deviation List (CDL)’ means a list established by the organization responsible for the type design with the approval of State of Design which identifies any external parts of an aircraft type which may be missing at the commencement of the flight, and which contain, where necessary, any information on associated operating limitations and performance correction.

'Continuing airworthiness' means the set of processes by which an aircraft, engine, propeller or part complies with the applicable airworthiness requirements and remains in a condition for safe operation throughout its operating life.

‘Continuing airworthiness records’ means records which are related to the continuing airworthiness status of an aircraft, engine, rotor or associated parts.

'Contracting State' means a State which is a party to the Convention.


SECTION A

GENERAL


September 2020

'Convention' means the Convention on International Civil Aviation and includes the international standards and recommended practices and procedures adopted and/or approved by the International Civil Aviation Organization in pursuance of Article 37 of the Convention.

'Corrosion Level 1' is defined as being corrosion damage that is occurring between successive inspections which is local and can be re-worked within structural repair manual limits or can be attributed to an event not typical of an operator usage of other aircraft in the same fleet (e.g. mercury spill), or where the latest inspection reveals corrosion damage which is a cumulative blend-out of several previous inspections now exceeds the allowable limits requiring a repair or partial replacement of a primary structural member.

'Corrosion Level 2' is defined as corrosion damage occurring between successive inspections requiring re-work which exceeds the structural repair manual limits or which requires a repair or partial replacement of a primary structural member, but is not of immediate airworthiness concern.

'Corrosion Level 3' is defined as being corrosion damage of immediate airworthiness concern requiring expeditious action.

'Crew Member' means a person assigned or self assigned to duty in an aircraft during flight time.

‘Critical Engine(s)’ means any engine whose failure gives the most adverse effect on the aircraft characteristics relative to the case under consideration.

‘CRS’ means Certificate of Release to Service.

‘Date of Manufacture’ means the date of issue of the document attesting that the individual aircraft or engine as appropriate conforms to the requirements of type or the date of an analogous document.

'Day' means the period beginning one half hour before sunrise and ending one half hour after sunset.

‘Derived version’ means an aircraft gas turbine engine of the same generic family as an originally type-certificated engine and having features which retain the basic core engine and combustor design of the original model and for which other factors, as judged by the certifying authority, have not changed.

'Derived version of a helicopter’ means a helicopter which, from the point of view of airworthiness, is similar to the noise certificated prototype but incorporates changes in type design which may affect its noise characteristics adversely.

'Derived version of an aeroplane' means an aeroplane which, from the point of view of airworthiness, is similar to the noise certificated prototype but incorporates changes in type design which may affect its noise characteristics adversely.

'Director General' means the Director General of Civil Aviation Authority of Nepal.

'Design landing mass' means the maximum mass of the aircraft at which, for structural design purposes, it is assumed that it will be planned to land.

'Design take-off mass' means the maximum mass at which the aircraft, for structural design purposes, is assumed to be planned to be at the start of take-off run.

'Design taxiing mass' means the maximum mass of the aircraft at which structural provision is made for load liable to occur during use of the aircraft on the ground prior to the start of take-off.

'Discrete source damage’ means structural damage of the aeroplane that is likely to result from: impact with a bird, uncontained fan blade failure, uncontained engine failure, uncontained high-energy rotating machinery failure or similar causes.

'EASA' stands for European Aviation Safety Agency.

‘Emergency Locator Transmitter (ELT)’ means a generic term describing equipment which broadcasts distinctive signal on designated frequencies and, depending on application, may be automatically activated by impact or be manually activated.


SECTION A

GENERAL


September 2020

'Engine’ means a unit used or intended to be used for aircraft propulsion. It consists of at least those components and equipment necessary for functioning and control but excludes the propeller/rotors (if applicable).

'Effective CPCP' is defined as being a Corrosion Prevention and Control Program which is capable of maintaining all corrosion findings to corrosion level 1 or better between successive inspections of the same area.

'Envelope' means the enclosure in which the lifting medium is contained.

'External equipment (helicopter)' Any instrument, mechanism, part, apparatus, appurtenance, or accessory that is attached to or extends from the helicopter exterior but is not used nor is intended to be used for operating or controlling a helicopter in flight and is not part of an airframe or engine.

‘Exhaust Nozzle’ means in the exhaust emissions sampling of gas turbine engines where the jet effluxes are not mixed (as in some turbofan engines for example) the nozzle considered is that for the gas generator (core) flow only. Where, however, the jet efflux is mixed the nozzle considered is the total exit nozzle.

'FAA' stands for Federal Aviation Agency of the United States of America.

'Factor of safety’ means a design factor used to provide for the possibility of loads greater than those assumed, and for uncertainties in design and fabrication.

'Final approach and take-off area (FATO)’ means a defined area over which the final phase of the approach maneuver to hover or landing is completed and from which the take-off maneuver is commenced. Where the FATO is to be used by performance class 1 helicopters, the defined area includes the rejected take-off area available.

'FAR' stands for Federal Aviation Regulations published by the Government of the United States of America.

'Fireproof' means the capability to withstand the application of heat by a flame for a period of 15 minutes.

Note: The characteristics of an acceptable flame can be found in ISO 2685.

‘Fireproof material’ means a material capable of withstanding heat as well as or better than steel when the dimensions in both cases are appropriate for the specific purpose.

'Fire resistant’ means the capability to withstand the application of heat by a flame for a period of 5 minutes.

Note: The characteristics of an acceptable flame can be found in ISO 2685.

'First Aid Kit' means a kit containing such items which can be used for the purpose of first aid treatment of injuries which may occur in flight or as a result of minor accidents.

‘Flight Manual’ means a manual, associated with certificate of airworthiness, containing limitations within which the aircraft is to be considered airworthy, and instructions and information necessary for flight crew member for the safe operation of aircraft.

'Flight Time' means the Total Time in hours and minutes from the moment the aircraft first moves under its own power for the purpose of taking off until the moment it comes to rest at the end of the flight.

‘Flight Time - Aeroplanes’ means the total time from the moment an aeroplane first moves for the purpose of taking off until the moment if finally comes to rest at the end of the flight.

‘Flight Time – Helicopter’ means the total time form the moment a helicopter’s rotor blades start turning until the moment the helicopter finally comes to rest at the end of the flight, and the rotor blades are stopped.

'Foreign Aircraft' means any aircraft other than an aircraft registered in Nepal.

‘FSSD’ means Flight Safety Standards Department.


SECTION A

GENERAL


September 2020

‘Ground Handling’ means services necessary for an aircraft’s arrival at, and departure from, an airport, other than air traffic services.

'Glider' means a non-power-driven heavier-than-air aircraft which derives its lift in flight chiefly from aerodynamic reactions on surfaces which remain fixed under given conditions of flight.

‘Glider flight time’ means the total time occupied in flight, whether being towed or not, from the moment the glider first moves for the purpose of taking off until the moment it comes to rest at the end of the flight.

‘Gyroplane’ means a heavier-than-air aircraft supported in flight by the reactions of the air on one or more rotors which rotate freely on substantially vertical axes.

‘Heavier-than-air’ means any aircraft deriving its lift in flight chiefly from aerodynamic forces.

'Helicopter’ A heavier-than-air aircraft supported in flight chiefly by the reactions of the air on one or more power-driven rotors on substantially vertical axes.

'Hot Air Balloon' means a balloon that drives its lift from heated air contained within the envelope.

‘Human Factors principles’ means principles which apply to aero-nautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by proper consideration to human performance.

'Human performance' means human capabilities and limitations which have an impact on the safety and efficiency of aeronautical operations.

'IFR' stands for Instrument Flight Rules.

‘Instruction for continuing Airworthiness (ICA)’ means a set of descriptive data, maintenance planning and accomplishment instructions, developed by a design approval holder in accordance with the certification basis for the aeronautical product. ICAs provide air operators with the necessary information to develop their own maintenance programme and also for approved maintenance organization to establish the accomplishment instructions.

‘International operating agency’ is an agency of the kind contemplated in Article 77 of the Convention.

'Journey Log' means a chronological record of the particulars relating to the operation and maintenance of an aircraft.

'Landing' means

a) in respect of an aircraft other than an airship or balloon, the act of coming into contact with a supporting surface, and includes the acts immediately preceding and following the coming into contact with that surface, and

b) in respect of an airship or balloon, the act of bringing the airship or balloon under restraint, and includes the acts immediately preceding and following the bringing of the airship or balloon under restraint.

'Landing surface' means that part of the surface of an aerodrome which the aerodrome authority has declared available for the normal ground or water run of aircraft landing in a particular direction.

‘Large aeroplane’ means an aeroplane of a maximum certificated take-off mass of over 5700 Kg.

‘Lighter-than-air aircraft’ means any aircraft supported chiefly by its buoyancy in the air.

'Limit loads' means the maximum loads assumed to occur in the anticipated operating conditions.

'Load factor' means the ratio of a specified load to the weight of the aircraft, the former being expressed in terms of aerodynamic forces, inertia forces, or ground reactions.

'Life Limit Part' means a part which, as a condition of the type certificate, may not exceed a specified time, or number of operating cycles, in service.

'Maintenance' means the performance of tasks on an aircraft, engine, propeller or associated part required to ensure the continuing airworthiness of an aircraft, engine, propeller or associated part


SECTION A

GENERAL


September 2020

including any one or combination of overhaul, inspection, replacement, defect rectification, and the embodiment of a modification or repair.

‘Maintenance organization’s procedure manual’ means a document endorsed by the head of the maintenance organization which details the maintenance organization’s structure and management responsibilities, scope of work, description of facilities, maintenance procedures and quality assurance or inspection systems. It is referred as Maintenance Organization Exposition (MOE) in NCAR Part-145.

‘Maintenance Programme’ means a document which describes the specific schedule maintenance tasks and their frequency of completion and related procedures, such as a reliability programme, necessary for the safe operation of those aircraft to which it applies.

‘Maintenance Records’ means records that set out the details of the maintenance carried out on an aircraft, engine, propeller or associated part.

'Maintenance Release' means a document which contains a certification confirming that the maintenance work to which it relates has been completed in a satisfactory manner, in accordance with appropriate airworthiness requirements.

'Major Maintenance' means the overhaul, major repair or extensive modification of aircraft or aircraft components, the extensive dismantling or reassemble of them and the manufacture of simple replacement parts in accordance with approved data.

‘Major Modification’ means in respect of an aeronautical product for which a type certificate has been issued, a change in the type design that has an appreciable effect, or other than a negligible effect, on the mass and balance limits, structural strength, engine operation, flight characteristics, reliability, operational characteristics, or other characteristics or qualities affecting the airworthiness or environmental characteristics of an aeronautical product.

‘Major Repair’ means any repair of an aeronautical product that might appreciably affect the structural strength, performance, engine, operational flight characteristics or other qualities affecting airworthiness or environmental characteristics.

‘Mandatory Continuing Airworthiness Information (MCAI)’ means the mandatory requirements for the modification, replacement of parts, or inspection of aircraft and amendment of operating limitations and procedures for the safe operation of the aircraft, among such information is that issued by Contracting States in the form of airworthiness directives.

'Manufacturer' means the person, organization or enterprise who has been granted authority, by the Civil Aviation Authority of a Contracting State, to manufacture an aeronautical product in accordance with the standards specified in a design approval issued by the Civil Aviation Authority.

‘Master minimum equipment list (MMEL)’ means a list established for a particular aircraft type by the organization responsible for the type design with the approval of the State of Design containing items, one or more of which is permitted to be unserviceable at the commencement of a flight. The MMEL may be associated with special operating conditions, limitations or procedures.

‘Minimum equipment list (MEL)’ means a list which provides for the operation of aircraft, subject to specified conditions, with particular equipment inoperative, prepared by an operator in conformity with, or more restrictive than, the MMEL established for the aircraft type.

'Minor Maintenance' means all work relating to the maintenance of aircraft other than major maintenance. Minor maintenance includes adjustment, periodic inspection, functional testing, component replacement, minor repair and minor modification of aircraft including components and equipment.

‘Minor Modification’ means a modification other than a major modification.

‘Minor Repair’ means a repair other than a major repair.

'Modification' means a change to the type design of an aircraft, engine or propeller.

Note: A modification may also include the embodiment of the modification which is a maintenance task subject to a maintenance release.


SECTION A

GENERAL


September 2020

'MRB (Maintenance Review Board)' means the Federal Aviation Administration (FAA) Maintenance Review Board report that provides requirements to manufacturers to ensure that their Maintenance Planning Documents (MPD) provide continuing airworthiness for their aircraft.

'MSG (Maintenance Steering Group)-3' means the Air Transport Association (ATA) Airline/ Manufacturer Maintenance Program Planning Document. It describes the "Top Down" approach to Maintenance whereby failures in aircraft components are analyzed at the systems level first and then "Downward" toward establishing specific maintenance tasks.

'NCAR' stands for Nepalese Civil Airworthiness Requirements. NCAR Part-145, NCAR Part-M, NCAR Part-66 and NCAR Part-147 form the integral part of NCAR.

'Nepalese Aircraft' means aircraft that is registered pursuant to Chapter B.5 of NCAR.

'NFSR' means Nepalese Flying School Requirements.

‘Night’ means the hours between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise, as may be prescribed by authority.

'Operator' means a person, organization or enterprise, engaged in or offering to engage in an aircraft operation.

‘Operator’s maintenance control manual’ means a document which describes the operator’s procedures necessary to ensure that all scheduled and unscheduled maintenance is performed on the operator’s aircraft on time and in a controlled and satisfactory manner. It is referred as Continuing Airworthiness Management Exposition (CAME) in NCAR Part-M.

‘Organization responsible for the type design’ means the organization that holds the type certificate, as equivalent document, for an aircraft, engine or propeller type, issued by a contracting state.

‘Ornithopter’ means a power-driven heavier-than-air aircraft supported in flight chiefly by the reactions of the air on planes to which a flapping motion is imparted.

‘Orphan aircraft type’ means an aircraft which has its Type Certificate revoked by the State of Design, and no longer has a designated State of Design in accordance with Annex 8. These aircraft do not meet the Standards of Annex 8.

'Owner' means the person, organization or enterprise lawfully entitled to possession of an aircraft, except that, if an aircraft is hired for any period exceeding 28 days, the hirer shall be regarded as the owner for the purposes of these Requirements.

‘Oxides of nitrogen’ means the sum of the amounts of the nitric oxide and nitrogen dioxide contained in a gas sample calculated as if the nitric oxide were in the form of nitrogen dioxide.

'Passenger' means a person, other than a crew member, who is carried on board an aircraft.

'Performance Class 1 helicopter' A helicopter with performance such that, in case of engine failure, it is able to land on the rejected take-off area or safely continue the flight to an appropriate landing area.

'Performance Class 2 helicopter' A helicopter with performance such that, in case of engine failure, it is able to safely continue the flight, except when the failure occurs prior to a defined point after take-off or after a defined point before landing, in which cases a forced landing may be required.

'Performance Class 3 helicopter' A helicopter with performance such that, in case of engine failure at any point in the flight profile, a forced landing must be performed.

'Physician's Kit' a kit containing such life saving drugs intended to be administered only by qualified medical practitioner if and when available.

‘Pilot in command’ means the pilot designated by the operator, or in the case of general aviation, the owner, as being in command and charged with safe conduct of the flight.


SECTION A

GENERAL


September 2020

‘Power Plant’ means the system consisting of all the engines, drive system component (if applicable), and propeller (if installed), their accessories, ancillary parts, and fuel and oil systems installed on an aircraft but excluding the rotors for a helicopter.

‘Powered-Lift’ means a heavier-than-air aircraft capable of vertical take-off, vertical landing, and low-speed flight, which depends principally on engine-driven lift devices or engine thrust for the lift during these flights regimes and on non-rotating aerofoil(s) for lift during horizontal flight.

'Pressure-altitude' means an atmospheric pressure expressed in terms of altitude which corresponds to that pressure in the Standard Atmosphere.

'Primary Structure' means a structure that carries flight, ground or pressure loads.

'Private Aircraft' means an aircraft that is registered as a private aircraft pursuant to Chapter B.5 and Chapter A.4 of NCAR.

'Permit to Fly' means a certificate of authorization granted by the Director General permitting the flight on private operations only of an aircraft which cannot comply with the requirements for a Certificate of Airworthiness.

‘Rated thrust’ means for engine emissions purposes, the maximum take-off thrust approved by the certificating authority for use under normal operating conditions at ISA sea level static conditions, and without the use of water injection. Thrust is expressed in kilonewtons.

‘Rating’ means an authorization entered on or associated with licence and forming part thereof, stating special conditions, privileges or limitations pertaining to such licence.

‘Re-certification’ means certification of an aircraft with or without a revision to its certification noise levels, to a Standard different to that to which it was originally certificated.

‘Reference pressure ratio’ means the ratio of the mean total pressure at the last compressor discharge plane of the compressor to the mean total pressure at the compressor entry plane when the engine is developing take-off thrust rating in ISA sea level static conditions.

'Remotely Piloted Aircraft (RPA)' means an unmanned aircraft which is piloted from a remote pilot station.

'Rendering (a Certificate of Airworthiness) valid' means the action taken by a CAA Nepal, as an alternative to issuing its own Certificate of Airworthiness, in accepting a Certificate of Airworthiness issued by any other Contracting State as the equivalent of its own Certificate of Airworthiness.

‘Rendering (a licence) valid’ means the action taken by a CAA Nepal, as an alternative, to issue its own licence, in accepting a licence issued by any other contracting state as the equivalent of it’s own licence.

'Repair' means the restoration of an aircraft, engine, or associated part to an airworthy condition in accordance with the appropriate airworthiness requirements after it has been damaged or subjected to wear.

'Rotorcraft' means a power-driven heavier-than-air aircraft supported in flight by the reactions of the air on one or more rotors.

‘Safety Management System (SMS)’ means a systematic approach to managing safety, including the necessary organizational structure, accountabilities, policies and procedures.

'Satisfactory evidence' means a set of documents or activities that a CAA Nepal accepts as sufficient to show compliance with an airworthiness requirement.

'Schedule Maintenance' means any maintenance performed at predetermine intervals as required pursuant to these Requirements, an approved inspection plan or an airworthiness directive.

'Self-sustaining powered sailplane' means a powered aeroplane with available engine power which allows it to maintain level flight but not to take off under its own power.

'Serviceable' in respect of an aeronautical product, means in a fit and safe condition for flight.


SECTION A

GENERAL


September 2020

‘Sign a maintenance release (to)’ means to certify that maintenance work has been completed satisfactory in accordance with appropriate airworthiness requirements, by issuing the maintenance release.

'Small Aeroplane' means an aeroplane having a maximum allowable take-off weight of 5700 kg (12,566 lb.) or less,

‘Smoke’ means the carbonaceous materials in exhaust emissions which obscure the transmission of light.

‘Smoke number’ means the dimensionless term quantifying smoke emissions.

'Standard atmosphere' means an atmosphere defined as follows:

Note 1— the air is a perfect dry gas; Note 2— the physical constants are:

— Sea level mean molar mass: M0 = 28.964 420 × 10-3 kg mol-1 — Sea level atmospheric pressure: P0 = 1013.250 hPa

Sea level temperature:

t0 = 15°C T0 = 288.15 K

— Sea level atmospheric density: ρ0 = 1.225 0 kg m-3

— Temperature of the ice point: Ti = 273.15 K — Universal gas constant: R* = 8.314 32 JK-1mol-1

Note 3— the temperature gradients are:

Geopotential altitude (Km) Temperature gradient (km) (Kelvin per standard geopotential kilometer)

From To

-5.0 11.0 -6.5 11.0 20.0 0.0 20.0 32.0 +1.0 32.0 47.0 +2.8 47.0 51.0 0.0 51.0 71.0 -2.8 71.0 80.0 -2.0

Note 4 — The standard geopotential metre has the value 9.80665 m2 s-2. Note 5— See Doc 7488 for the relationship between the variables and for tables giving the corresponding values of temperature, pressure, density and geopotential. Note 6— Doc 7488 also gives the specific weight, dynamic viscosity, kinematic viscosity and speed of sound

'State of Design' means the State having jurisdiction over the organization responsible for the type design.

'State of Manufacture' means the State having jurisdiction over the organization responsible for the final assembly of the aircraft.

'State of Registry' means the State on whose register the aircraft is entered.

‘State of the Operator’ means the State in which the operator’s principal place of business is located or, if there is no such place of business, the operator’s permanent residence.

‘State Safety Program (SSP)’ means an integrated set of regulations and activities aimed at improving safety.

‘Subsonic aeroplane’ means an aeroplane incapable of sustaining level flight at speeds exceeding flight Mach number of 1.

‘Take-off phase’ means the operating phase defined by the time during which the engine is operated at the rated thrust.


SECTION A

GENERAL


September 2020

'Take-off surface' That part of the surface of an aerodrome which the aerodrome authority has declared available for the normal ground or water run of aircraft taking off in a particular direction.

‘Taxi/ground idle’ means the operating phases involving taxi and idle between the initial starting of the propulsion engine(s) and the initiation of the take-roll and between the time of runway turn-off and final shutdown of all propulsion engine(s).

'Technical Record' means a chronological record of the particulars relating to the maintenance of an aircraft or any aeronautical product installed on the aircraft.

'The Act' means the Civil Aviation Act 1996 (2053 B.S.) and any subsequent amendment.

'The Rules' means the Civil Aviation Rules 2002 (2058 B.S.) and any subsequent amendments.

‘Tilt rotor’ means a powered-lift capable of vertical take-off, vertical landing, a sustained low-speed flight , which depends principally on engine-driven rotors mounted on tiltable nacelles for the lift during these flight regimes and on non-rotating aerofoil(s) for lift during high-speed flight

'Time in Service' means the time in hours and minutes from the moment an aircraft leaves the ground on every flight until it touches the ground at the end of that flight.

'Type Certificate' means a document issued by a Contracting State to define the design of an aircraft, engine or propeller type and to certify that this design meets the appropriate airworthiness requirements of that State.

'Type Design' means the set of data and information necessary to define an aircraft, engine or propeller type for the purpose of airworthiness determination which includes:

a) the drawings and specifications and a listing of those drawings and specifications, necessary to define the configuration and the design features of the product in conformity with the basis of approval applicable to the product,

b) information on dimensions, materials and manufacturing processes necessary to define the structural strength of the product,

c) any other data necessary to allow, by comparison, the determination of the Airworthiness,

d) where applicable, environmental characteristics of later products of the same type or model.

'Ultimate load' means the limit load multiplied by the appropriate factor of safety.

‘Unburned hydrocarbons’ means the total of hydrocarbons compounds of all classes and molecular weights contained in a gas sample, calculated as if they were in the form of methane.

'USA' stands for United States of America.

'V.F.R.' stands for Visual Flight Rules.

'Validation' means the acceptance of certificate/approval or any other document issued by airworthiness authority of contracting state.



SECTION A

GENERAL


September 2020

CHAPTER A.2

NCAR AMENDMENT PROCEDURE

1. INTRODUCTION

1.1 The Nepalese Civil Airworthiness Requirements are issued by Civil Aviation

Authority of Nepal in pursuance of the Article 3 of the Civil Aviation Act 2015 B.S.

(1959 A.D.) and Rule 82 of Civil Aviation Regulation 2058 B.S. (2002 A.D.).

1.2 For the purpose of this Chapter ‘Rulemaking’ means the development and

issuance of Nepalese Civil Airworthiness Requirements (NCAR) and

amendments to NCAR issued for the purpose of implementation of the Nepal

Civil Aviation Regulations 2058 (2002) and amendments thereto.

1.3 This chapter prescribes the procedures for the development and issuance of

NCAR, associated Acceptable Means of Compliance, Guidance Material and

amendments to NCAR.

1.4 Amendment to NCAR related to changes in Civil Aviation Regulations, ICAO

Annexes & SARPs revisions, revisions to other member state regulations that

has been accepted/ adopted by CAA Nepal may also be addressed through this

Amendment Procedure.

1.5 No amendment to NCAR may be processed nor published other than in

accordance with these procedures.

1.6 The Chief of Flight Safety Standard Department shall be the Rulemaking Process

Coordinator (RP Coordinator) to coordinate the Rulemaking Process.

1.7 The RP Coordinator shall appoint a Committee as and when required to draft

proposed amendments or new requirements.

2. TERMINOLOGY AND DEFINITIONS

2.1 ‘Rules’ comprises the following:

− opinions concerning the scope and content of the NCAR, consisting of a draft

requirement and an explanatory memorandum;

− Acceptable Means of Compliance (AMC) which are non-binding standards

adopted by the CAA Nepal to illustrate means to establish compliance with

the Requirement and its implementing rules;

− Certification Specifications (CS) are technical standards adopted by the CAA

Nepal indicating means to show compliance with the Requirement and its


SECTION A

GENERAL


September 2020

implementing rules and which can be used by organisations for the purpose

of certification; and

− Guidance Material (GM) means non-binding material developed by the CAA

Nepal that helps to illustrate the meaning of a requirement or specification

and is used to support the interpretation of the Requirement, its implementing

rules and AMC.

2.2 Regulatory Impact Assessment (RIA) means an assessment of the safety or

environmental benefit expected from the proposed rule as well as its

implementation cost for national administrations and those subject to its

provisions, measured in relation to the option to not issue a rule. The aim of the

RIA shall be to improve the quality of regulation by helping to ensure that

decisions are well substantiated, by clarifying the positive and negative safety,

economic, environmental, social or other non-safety impacts of a proposed rule.

3. THE PROCESS

3.1 Initiation process

3.1.1 Any person or organisation may propose the development of a new

requirements or an amendment thereto. The RP Coordinator shall

consider such requests in the context of the drafting and revision of the

amendments. Proposals, including the identification of the proposer, the

proposed text and the justification for the proposal shall be sent to the RP

Coordinator at FSSD, and shall be individually acknowledged. The RP

Coordinator shall provide the proposer with justification for his or her

decision on whether to act on the received proposal. The proposed

changes will be reviewed, commented and agreed during the relevant

drafting committee meeting before following the Rulemaking Process.

3.1.2 The RP Coordinator may also initiate an amendment proposal when it is

considered that an amendment or a new requirement is necessary.

3.1.3 The RP Coordinator shall appoint a drafting committee and draw up

Terms of Reference for each rulemaking task. The Terms of Reference

shall include the following:

i) a clear definition of the task;

ii) the process to be followed for the development of the task, including

the estimated length of the public consultation period taking into

account the assessment of the complexity and controversy of the task;

iii) the necessity to conduct a Regulatory Impact Assessment;


SECTION A

GENERAL


September 2020

iv) a timetable for completion of the task;

v) the format of the deliverable; and

vi) a concept paper, if developed in the case of a complex or controversial

task.

3.1.4 When a drafting committee is convened, the RP Coordinator shall

determine its exact composition, which shall draw upon technical

expertise available among interested parties, as well as within the CAA

Nepal itself.

3.1.5 CAA Nepal shall provide drafting committee with the administrative and

logistical support necessary for the fulfillment of its tasks, including the

provision of standard operating procedures to be adapted as necessary

by the committee according to their specific circumstances. The RP

Coordinator shall appoint the drafting committee Chairperson and it shall

adopt the standard FSSD working methods, which shall include in

particular the following:

i) obtaining consensus and resolution of conflicts; and

ii) preparation of minutes.

3.1.6 When the drafting committee is convened, the RP Coordinator shall

forward the proposal to all the members of the committee to ensure that

all regulation interfaces are addressed. The Drafting Committee shall

formally draft the required document within an acceptable time frame not

exceeding 6 months. In case a requirement amendment is deemed

necessary to resolve an immediate safety concern this time frame may be

reduced.

3.1.7 In case different drafting committee members identify possible impact of

an amendment on the regulation they monitor they shall notify accordingly

the Chairperson. Then the Chairperson will ensure that the relevant

committee member is kept involved in the rulemaking.

3.1.8 The Chairperson is responsible during the rulemaking process for

coordinating the actions of each committee member. He shall ensure as

well that the draft regulation is discussed during the relevant committee

meeting and shall monitor compliance with the agreed time frame.

3.2 Drafting the Amendment

3.2.1 Drafting the amendment shall take into account the following:


SECTION A

GENERAL


September 2020

a) The use of SARI/EASA Parts as a reference to develop the NCAR;

b) ICAO Standards and Recommended Practices;

c) Relevant findings and recommendations of air accident investigations;

d) Implementation status of the existing NCAR and its Parts;

e) Compatibility with other existing regulation if any;

f) State of the art and best practices in aviation safety and environmental

requirements;

g) Scientific and technological developments; and

h) The regulatory impact assessment of the rules being drafted.

3.2.2 When the drafting of the proposed amendment is completed the RP

Coordinator shall:

a) Verify that the regulation amendment satisfies the initial objective of

the proposal;

b) Distribute the draft amendment to the Director General and other

relevant officials and legal experts within the CAA Nepal for their

comments and observations.

c) Once the comments are received the drafting committee shall finalize

the draft and forward it to the Coordinator.

3.2.3 Upon completion of the drafting of the proposed amendment, the RP

Coordinator shall verify that the amendment satisfies the Terms of

Reference established for the rulemaking task and shall publish a Notice

of Proposed Amendment (NPA) on the FSSD’s website, including the

following information:

a) an Explanatory Note describing:

• the development process and the next steps, including the length

of the public consultation period, which may differ from the one

indicated in the Terms of Reference, as well as a proposed date

for the publication of the Comment Response Document;

• a summary of the proposed changes and full details of

significant, contentious or interface issues identified during the

drafting process; and

• details of the situation with respect to ICAO Standards and

Recommended Practices and relative to harmonisation with other

authorities or international organisations;

b) the proposed rule;

c) a Regulatory Impact Assessment, if applicable, as specified in the

Terms of Reference.


SECTION A

GENERAL


September 2020

3.2.4 As regards tasks with only negligible impacts expected, or systematic

tasks addressing miscellaneous issues of non-controversial nature, it is

sufficient for the Notice of Proposed Amendment to contain a justification

for the task and the proposed new or amended rule.

3.2.5 Each NPA shall be assigned a unique reference code as follows:

a) A CAAN NPA may address several regulation paragraph changes in

one or several NCAR Chapters when these changes are considered

“minor” (typographical errors, wording improvement, editorial

corrections, numbering changes, etc….). In such case the CAAN NPA

is numbered CAAN NPA-XXX-G (XXX starting from 001, G for

General).

b) When the change is not considered “minor” it is considered “specific”

and related to one subject, matter or paragraph. (As an example the

introduction on Safety Management System in NCAR Part-145 is

considered specific and may require the introduction of a specific

paragraph as well as amendment to several existing paragraphs

affected by the introduction of the new paragraph). Such CAAN NPA is

numbered CAAN-NPA-ABC-XXX-S (ABC identifying the relevant

requirement (for example 145); XXX starting from 001; S for specific).

3.3 Consultation process

3.3.1 When the Drafting Process is completed and a revision to the NCAR has

been agreed this draft of the amendment shall be made publicly available

as a Notice of Proposed Amendment through the FSSD website.

3.3.2 Any person or organization with an interest in the NCAR amendment

under development shall be entitled to comment on the basis of the

published NPA through the Comment Response Document. Therefore,

the RP Coordinator shall distribute the NPA to Industry Representative

and any person or organization with an interest in the relevant NCAR

amendment through the FSSD website.

3.3.3 Comment Response Document provides medium for feedback during the

Consultation phase of the amendment procedure. They provide

explanatory notes on the Consultation phase, and provide the RP

Coordinator’s response to this feedback. They are published in the FSSD

website for a given Comments and Review period which ends on the

Closing Date of Publication. After this phase, the amendment Procedure

enters the Adoption and Publication phase.


SECTION A

GENERAL


September 2020

3.3.4 The public and Industry Representatives shall address the comments they

consider relevant and they support, to the RP Coordinator. The comments

shall contain the following elements:

a) identification of the commentator;

b) NPA reference code; and

c) position of the commentator, relative to the proposal (including

justification for the position taken).

No comment will be taken into consideration unless forwarded through

the Coordinator.

3.3.5 During the consultation period, the RP Coordinator may, in exceptional

and strictly justified circumstances, extend the consultation period

specified in the NPA at the request of interested parties. Such changes to

the length of the consultation period shall be published in the FSSD

website.

3.4 Review of comments

3.4.1 With the objective of improving the quality of the CAA Nepal measures

and ensuring fair and appropriate treatment of all comments received, the

RP Coordinator shall ensure that comments are reviewed by appropriately

qualified experts not directly involved in the drafting of the proposed

amendment.

In the case of tasks with only negligible impacts expected or systematic

tasks addressing miscellaneous issues of non-controversial nature, the

comment review may be carried out without the need to involve additional

expertise.

3.4.2 Further consultation with consultees may be undertaken as necessary for

the sole purpose of ensuring a better understanding of the comments

submitted.

3.4.3 The RP Coordinator shall review the comments received from the

consultees and will publish the outcome on the FSSD website. The

Comment Response Document shall include the following:

a) a list of all parties commenting on the rule in question; and

b) a summary of the comments received and the CAA Nepal responses

thereto.


SECTION A

GENERAL


September 2020

3.4.4 If, based on the number or complexity of the comments received, the

Coordinator is unable to publish the Comment Response Document by

the deadline specified in the NPA, amendments to this deadline shall be

published on the FSSD website.

3.4.5 If the comments received during the public consultation period indicate

major disagreements with the proposed amendment, or if the result of the

review of the comments is that the revised text differs significantly from

that circulated at the beginning of the consultation process, the

Coordinator shall consider further consultation with the stakeholders.

3.4.6 In case of comment considered as a major objection to the NCAR

amendment expressed by one or more of the Industry Representatives

and that cannot be resolved by the consultees, the objection will be

forwarded to the Director General for further decision.

3.4.7 If the result of the review of comments is that the revised text differs

significantly from that circulated at the start of the consultation process,

the RP Coordinator shall consider a further consultation round.

3.4.8 The Director General shall issue his/her decision in respect of the rule in

question together with the Comment Response Document.

3.4.9 Acceptance or rejection of a comment will be duly notified or

substantiated. The comment response shall be included in the revision of

the NPA.

3.4.10 All comments must be addressed to the RP Coordinator at the following

address: [email protected].

3.5 Adoption and publication

3.5.1 The NPA in its final form shall be approved by the Director General. The

RP Coordinator shall release the final NPA to the stake holders, including

the comment response.

3.5.2 Following approval by the Director General the NPA shall be adopted and

its contents integrated in the NCAR by the RP Coordinator.

3.6 Rulemaking Timeframe

a) Month 1- 6 months - Initial draft preparation.

b) Month 7 - Completion of process 3.2.2.

c) Month 8 and 9 - Completion of process 3.2.3 and publication of NPA.

mailto:[email protected]


SECTION A

GENERAL


September 2020

d) Month 10 and 11 – Consultation period – Comment Response period. Refer

3.3

e) Month 12, 13 and 14 – Review of Comment Response, publication of revised

NPA. Refer 3.4

f) Month 15 and 16 – adoption and publication. Refer 3.5

Note: The stated time frame may be shortened depending upon the content

of revision/amendment and urgency of the rule making requirement.



SECTION A

GENERAL


September 2020

Appendix-1

NPA Template

CAAN NPA-XXX-G or CAAN NPA-ABC-XXX-S

A. General:

B. Consultation:

To achieve optimal consultation FSSD is publishing the draft NPA on its website:

http://flightsafety.caanepal.org.np/. In parallel, all organizations interested in the amendment is requested to circulate the draft NPA within their organisation and to collect comments or request for changes.

Comments should be provided within 8 weeks after the draft NPA has been published on the FSSD website.

All comments must be addressed to the RP Coordinator at the address: [email protected].

Should the evaluation lead to amend the draft NPA, the revised draft NPA will follow the same distribution and examination process as the initial draft, etc.

C. Draft proposal:

The text of the amendment is arranged to show deleted text and new text as shown below:

− Deleted text is shown with a strike through:

− New text is highlighted in light shade of grey

For example:

C1. Amend NCAR 145.A.XX.50 (h) as follows:

(h) The certification authorisation must be in a style that makes its scope clear to the certifying staff and any official of the Competent Authority who has the responsibility for oversight of maintained aircraft or component, who may require to examine the authorisation. authorised person who may require to examine the authorisation. Where codes are used to define scope, the organisation shall make a code translation readily available. “Authorised person” means the official of the Competent Authority who has responsibility for oversight of maintained aircraft or component.

C2. Amend NCAR-145.A.1 as follows:

(e) ‘large aeroplane’ means an aeroplane of more than 5 700 kg (12 500 pounds) maximum certificated take-off weight. The category ‘Large Aeroplane’ does not include the commuter aeroplane category.

http://flightsafety.caanepal.org.np/


SECTION A

GENERAL


September 2020

Appendix-2

Template for Comment Response Document

Description: CRD 2017-XX

Language: English

CRD number: CRD 2017-XX

Related NPA(s): NPA 2017-XX

NPA of ………….

Proposed amendment:

Commentator:

Comment:

CAAN response:

Commentator:

Comment:

CAAN response:


SECTION A

GENERAL


September 2020

CHAPTER A.4

CATEGORIES OF AIRCRAFT

1. INTRODUCTION

The Certificate of Airworthiness (of which the Flight Manual forms a Part) classifies the

aircraft in a category and so specifies the purposes for which the aircraft may fly and the

operational limitations which must be observed.

2. CATEGORIES

The categories in which an aircraft may be classified are as follows:

a) Transport Category (Passenger)

b) Transport Category (Cargo)

c) Private Category

d) Aerial Work Category

e) Special Category

f) Training Category

g) Sport Category

3. PURPOSES

The purposes for which aircraft in each category may fly are as follows:

a) Transport Category (Passenger): Any purpose.

b) Transport Category (Cargo): Any purpose other than public transport of passengers.

c) Private Category: Any purpose other than public transport or aerial work.

d) Aerial Work Category: Specified aerial work only.

e) Special Category: Any specified purpose other than public transport.

f) Training Category: For the purpose of pilot's flight training.

g) Sport Category: For the purpose of recreational activities.

4. IMPLEMENTATION

4.1 Before a Nepalese Certificate of Registration may be granted to an aircraft, the

aircraft must have been issued with a Nepalese Type Acceptance Certificate by

the Director General.

4.2 An aircraft may be used only for specified purposes; these purposes will be

specified in the Flight Manual and also shall be specified in the AOC of the

operator.


SECTION A

GENERAL


September 2020

4.3 An aircraft may be classified in the Special Category if it is temporarily ineligible

to be classified in another category. This may apply if:

a) the aircraft is approved to operate at an overload for a ferry flight,

b) the aircraft incorporates a modification which is not yet fully approved, or

c) the damaged or defective aircraft is to be flown to a place where the damage or defect can be rectified.

4.4 The category of the aircraft may be changed by Civil Aviation Authority of Nepal if

the necessary modifications are carried out as per Type Certificate Holder’s

bulletin which is acceptable to Director General, CAA Nepal.



SECTION B

AIRWORTHINESS CERTIFICATION

NCAR Chapter B.1 Page 1 of 5 Issue 6

September 2020

CHAPTER B.1

TYPE CERTIFICATES

1. INTRODUCTION

1.1 Before a Nepalese Certificate of Registration may be granted to an aircraft, the

aircraft must have been issued a Type Acceptance Certificate by the Director

General.

1.2 CAA Nepal doesn’t issue its own type certificate or validate foreign type

certificate, CAA Nepal only accepts foreign type certificates issued by contracting

states as a satisfactory evidence of appropriate compliance with airworthiness

standards giving maximum credit to the type certification work already done by

State of Design.

1.3 This Chapter establishes the procedure for issuing Type Acceptance Certificates

(TAC) for products with foreign type certificates and for issuing Noise

Certificates.

1.4 The Type Acceptance Certificate has no holder as such. The Type Acceptance

Certificate is issued to recognise a foreign Type Certificate in Nepal. Once a

Type Acceptance Certificate is issued, any subsequent aircraft of that type may

enter Nepal without going through the type acceptance process.

1.5 All aircraft must go through the entry process for the first issue of a Certificate of

Airworthiness.

1.6 Acceptance of the aircraft’s Type Certificate will imply acceptance of the

associated engine and/or propeller type certificate as specified in original Type

Certificate Data Sheet.

1.7 The Type Certificate is considered to include the type design, the operating

limitations, the Type Certificate Data Sheet for airworthiness and emissions, the

applicable type-certification basis and environmental protection requirements

with which the State of Design records compliance, and any other conditions or

limitations prescribed for the product in the applicable certification specifications

and environmental protection requirements. The aircraft Type Certificate, in

addition may include the Type Certificate Data Sheet for noise. The engine Type

Certificate Data Sheet includes the record of emission compliance.


SECTION B



September 2020

2. ACCEPTANCE OF A TYPE CERTIFICATE

2.1 The following foreign Type Certificates may be accepted by the CAA for issuing a

Type Acceptance Certificate:

a) a Type Certificate issued by the EASA

b) a Type Certificate issued by the FAA

c) a Type Certificate accepted by EASA

d) a Type Certificate accepted by FAA

e) a Type Certificate issued by an ICAO Contracting State Authority other than

above, if the Design Approval Holder of the product can effectively

demonstrate to be equivalent to (a) or (b) above, to the satisfaction of the

Director General.

3. ELIGIBILITY

3.1 Any holder of a Type Design Certificate or a legal entity who wishes to register

an aircraft of such type, design, model or variant in whose respect no Type

Acceptance Certificate has been issued by the Director General, shall be eligible

as an applicant for the issue of a Nepalese Type Acceptance Certificate in

respect of such aircraft.

4. APPLICATION

4.1 The application should be made on Form B.1.1 “Application for Issue of Type

Acceptance Certificate of Aircraft” shown in Appendix-1 of this Chapter B.1.

4.2 The application should be accompanied with:

a) A copy of the Type Certificate issued or accepted as in Para 2.

b) A copy of the applicable Type Certificate Data Sheet.

c) A three-view drawing of the aircraft and any other drawings necessary to

define the aircraft.

d) A copy of the Type Certificate Data Sheet for noise (if Applicable).

e) Details of any airworthiness requirement not complied with is compensated

for by a factor that provides an equivalent level of safety.


SECTION B



September 2020

f) Details of any Supplemental Type Certificates held by the Design Approval

Holder related to the original Type Certificate.

g) Design document demonstrating the provision of least-risk bomb location, for

aeroplane of a maximum certificated take-off mass in excess of 45,000 kg or

with a passenger seating capacity greater than 60.

h) For aeroplanes, which are required by the Director General to have approved

flight crew compartment door, for which an application for the issue of a Type

Certificate was first submitted to the appropriate national authority on or after

20 May 2006, evidence that the flight crew compartment bulkheads, floors

and ceilings are designed to resist penetration by small arms fire and grenade

shrapnel and resist forcible intrusion, if these areas are accessible in flight to

passengers and cabin crew.

i) For aeroplanes of a maximum certificated take-off mass in excess of 45,500

kg or with a passenger seating capacity greater than 60, evidence of design

considerations given to deter the easy concealment of weapons, explosives

or other dangerous objects on board aircraft and that will facilitate search

procedures for such objects.

j) A copy of the flight manual that contains all the available options applicable to

the type, and that was approved by the National Aviation Authority that issued

the Type Certificate.

k) A copy of the parts catalogue for the aircraft to illustrate general arrangement

drawings of the main assemblies of the structure, systems and components.

l) A copy of the manufacturer’s instructions for continued airworthiness of the

aircraft in English, that includes the State of Design and the manufacturer

supplied maintenance data;

m) A list of documents which identifies all technical publications of State of

Manufacture and manufacturers of aircraft, engine and vendor component (as

far as possible) as well as one copy of all such publications in English to

support the continuing airworthiness of the aircraft.

n) an undertaking from the holder of the foreign Type Certificate to continue to

supply CAA Nepal at no charge, service bulletins and instructions for the

continuing airworthiness of aircraft of that type and any amendments of the

documents mentioned in subparagraphs (k),(l) and (m).


SECTION B



September 2020

o) a copy of voucher against payment of the appropriate fee prescribed by Civil

Aviation Regulations for the issuance of Type Acceptance Certificate.

p) Any other relevant documents required by the Director General.

4.3 If the application relates to a variant of an aircraft type for which, there is already

a Type Acceptance Certificate in force then, only data peculiar to the variant

needs to be supplied. The Type Acceptance Certificate will be amended to

include the new variant.

4.4 The application form should state exactly which models are to be included on the

Type Acceptance Certificate.

a) These models must be included on the foreign Type Certificate.

b) The data requirements specified in NCAR Chapter B.1 Para 4.2 must be met

for each model included on the Type Acceptance Certificate.

5. FORM OF TYPE ACCEPTANCE CERTIFICATE

5.1 Where a Type Acceptance Certificate is issued, it shall be in a Form B.1.2 as

shown in Appendix-2 to this Chapter B.1.

5.2 A new Type Acceptance Certificate may be issued when the original Type

Certificate is amended under applicable regulations of the State of Design.

6. SUSPENSION OR CANCELLATION OF A TYPE ACCEPTANCE CERTIFICATE

6.1 The Director General may suspend or cancel a Type Acceptance Certificate if he

considers that it is necessary to do so in the interests of aviation safety. An

inability on the part of the foreign Type Certificate holder to provide ongoing

technical support for the aircraft type may constitute grounds for such suspension

or cancellation.

7. ISSUE OF NOISE CERTIFICATE

All aircraft operating in international routes shall have on board a Noise Certificate

issued by the Director General, CAA Nepal. A Noise Certificate shall be issued in

accordance with these requirements.

7.1 An application for the issue of a noise certificate shall be made in Form B.1.3

given in Appendix-3 of this Chapter.

7.2 Verify if the type design of the aircraft complies with the noise standard.

7.3 Each application shall include:


SECTION B



September 2020

a) Evidence of supporting documents, which may include one of the following:

i) a noise certificate issued by the State of Design/Manufacture; or

ii) a noise certificate issued by the original equipment manufacturer (OEM);

or

iii) a statement made in the aircraft flight manual or equivalent that the

aircraft conforms to the applicable noise standard and the associated

noise data in the aircraft flight manual; or

iv) a statement made in the type certificate that the aircraft conforms to the

applicable noise standards and the associated noise data in the type

certificate data sheet for noise.

b) Historical records to establish the production, modification, and maintenance

standard of the aircraft.

7.4 CAA Nepal shall issue a noise certificate:

a) Upon presentation of the documents required by 7.2 above in Form B.1.4

shown in Appendix-4 of this Chapter; and

b) When satisfied that the aircraft complied with relevant noise standards that

are at least equal to the applicable standards specified in Annex 16, Volume

I, Part II.

7.5 A noise certificate may be amended or modified only by the Director General.

7.6 The holder of the noise certificate shall provide access to the aircraft for which

that noise certificate has been issued upon request by CAA Nepal for inspection.

7.7 A noise certificate shall be issued for an unlimited duration and shall remain valid

subject to:

a) compliance with the applicable type-design, noise standards, environmental

protection and continuing airworthiness requirements; and

b) the aircraft remaining on the Nepalese Civil Aircraft Register; and

c) the Type Acceptance Certificate under which it is issued not being previously

invalidated under paragraph 6 of this Chapter;

d) the certificate not being surrendered or revoked by CAA Nepal.

7.8 Upon surrender or revocation, the certificate shall be returned to CAA Nepal.



SECTION B



September 2020

Form B.1.1 Appendix-1

APPLICATION FOR ISSUE OF

TYPE ACCEPTANCE CERTIFICATE

PART A – APPLICANT DETAILS

1) Name (in full):

2) Organisation:

3) Contact details:

Phone: Mobile:

Facsimile: Email:

4) Postal address:

PART B – AIRCRAFT DESCRIPTION

5) Aircraft Details

Type Certificate holder:

Type Certificate Number Aircraft Type / Model:

Aircraft Manufacturer:

Country of Manufacture:

Country which issued the Type Certificate

6) Identify the aircraft category to be nominated on the TAC

Transport (Passenger) Transport (Cargo) Private

Aerial Work Special Training

Sport

Special (please specify):

7) Identify models to be included in the TAC:

PART C - DECLARATION

I declare that the information provided in this application is true and correct.

Name:

Signature: Date:

PART D – APPLICATION SUBMISSION

Submit the completed application with all supporting documents to:

Flight Safety Standards Department,

Civil Aviation Authority of Nepal, Kathmandu

After reviewing your application CAA Nepal will advise you if any additional information is required.

(Read instructions on the reverse of the page)


SECTION B



September 2020

INSTRUCTIONS FOR COMPLETING APPLICATION FORM

Complete this form if you are:

1) Seeking a Type Acceptance Certificate (TAC) for a Type Certificate issued by a other NAA, or

2) Seeking an amendment of a Type Acceptance Certificate to add another model of the aircraft type.

This application is in four parts as shown below and should be completed accordingly as instructed.

PART A - APPLICANT'S DETAILS

The name, address and contact details should be adequate for enquiries from CAA Nepal about the

aircraft type and model nominated on the application. The address should also be suitable for CAA Nepal

to send an estimate of the cost to issue the Type Acceptance Certificate.

PART B - AIRCRAFT DESCRIPTION

You must nominate a foreign Type Certificate issued in accordance with paragraph 2 of NCAR Chapter

B.1.

You must also support your application by supplying all documents and information required by

paragraph 4.2 of NCAR Chapter B.1 in print form.

When the nominated Type Certificate is one that has not been issued or accepted by FAA or EASA

condition stipulated in paragraph 2(e) of NCAR Chapter B.1 must also be fulfilled.

You must nominate the aircraft category or categories in which you want Nepalese Certificates of

Airworthiness to be issued. This is defined in NCAR Chapter A.4.

PART C - APPLICANT'S DECLARATION

By signing the Declaration, you indicate to CAA Nepal that you have read the guidelines, completed the

application in full, and accept the terms and conditions for processing your application. This application

must be signed by all the applicant(s).

PART D - SUBMITTING YOUR APPLICATION

This section provides information for submitting your application.


SECTION B



September 2020


Certificate Number: ……………….

TYPE ACCEPTANCE CERTIFICATE

Pursuant to the Nepalese Civil Aviation Rules 2002 (2058 B.S.) and conditions specified in

Chapter B.1 (Type Certificate) of the Nepalese Civil Airworthiness Requirements, this

certifies acceptance of the

(TC holder name)

aeroplane / rotorcraft (Aircraft type, model)

Aircraft of the type and model/s covered by this certificate are eligible for Nepalese

Certificate of Airworthiness in ………………………….. category.

This Certificate is valid until suspended or cancelled by the Civil Aviation Authority of Nepal.

The basis of certification is as prescribed in Type Certificate Data Sheet

No………………………………………………………

issued by ………………………. ....................................................................

Date of issue For the Director General


SECTION B



September 2020


APPLICATION FOR ISSUE OF NOISE CERTIFICATE

The application for the issue of an aircraft noise certificate should include the following information:

1) Aircraft Registration

2) Name of aircraft owner and owner’s address

3) Contact information of aircraft owner (telephone number and e-mail address, etc.)

4) Aircraft details

a) Aircraft manufacturer

b) Aircraft type and model

c) Aircraft serial number

d) Aircraft category

5) Engines details

a) Engines type and model

b) Engine(s) serial number(s)

6) Other details

a) Maximum take-off mass (kg)

b) Maximum taxiing mass (kg)

7) Basis of noise certification for this application

8) Description of documents submitted to support application

9) Declaration by person making application

“I declare that the information provided herein and documents submitted with this application are

true in every respect.”

Name Designation

Signature…………………………….... Date.

Note: This application must be accompanied by all necessary supporting documents.


SECTION B



September 2020


1.

CIVIL AVIATION AUTHORITYOF NEPAL

3. Certificate No

2. NOISE CERTIFICATE

4. Nationality and Registration Marks 5. Manufacturer and manufacturer's

designation of aircraft: 6. Aircraft Serial Number

7. Engine 8. Propeller*:

9. Maximum take-off mass: kg 10. Maximum landing mass*: kg 11. Noise certification standard:

12. Additional modifications incorporated for the purpose of compliance with the applicable noise certification Standards:

13. Lateral/full-power noise level*:

14. Approach noise level*:

15. Flyover noise level*:

16. Over flight noise level*:

17. Take-off noise level*:

Remarks:

18. This noise certificate is issued pursuant to Volume I of Annex 16 to the convention on International Civil Aviation, in respect of the above-mentioned aircrafts, which is considered to comply with the indicated noise Standard when maintained and operated in accordance with the relevant requirements and operating limitations.

19. Date of issue.............................................. 20. Signature................................................

* These boxes may be omitted depending on the noise certification Standard.


SECTION B



September 2020

INSTRUCTIONS FOR COMPLETING NOISE CERTIFICATE

All information items in blocks are numbered and should be completed with relevant information as

indicated below:

Item 1 Name of State issuing the noise certification documentation as in the certificate of registration and the

certificate of airworthiness.

Item 2 Title of the noise document “noise certificate”, or any other title that the State of Registry uses in its administrative system.

Item 3 Number of the document. An unique number, issued to identify this particular document.

Item 4 Nationality and registration marks of the aircraft the certificate is related to.

Item 5 Manufacturer and manufacturer’s designation of aircraft - The type and model of the subject aircraft.

Item 6 Aircraft serial number- The aircraft serial number as given by the manufacturer of the aircraft.

Item 7 Engine manufacturer, type and model - The type and model of the of the installed engine(s).

Item 8 Propeller type and model for propeller-driven aeroplanes - Type and model of the installed propeller(s).

Item 9 Maximum take-off mass and unit - The maximum take-off mass, in kilograms (kg), of the aircraft.

Item 10 Maximum landing mass and unit - The maximum landing mass, in kilograms (kg), of the aircraft for documents issued under Chapters 2, 3, 4, 5 and 12 of Annex 16.

Item 11 The chapter and section of Annex 16, Volume I, according to which the aircraft is certificated - The chapter of Annex 16, Volume I, to which the subject aircraft is noise certificated. For Chapters 2, 8, 10 and 11, the section specifying the noise limits should also be included.

Item 12 Additional modifications incorporated for the purpose of compliance with the applicable noise certification Standards – List all additional modifications to the basic aircraft that are essential in order to meet the requirements of the chapter of Annex 16, Volume I.

Item 13 The lateral/full-power noise level in the corresponding unit for documents issued under Chapters 2, 3, 4, 5 and 12 of Annex 16.

Item 14 The approach noise level in the corresponding unit for documents issued under Chapters 2, 3, 4, 5, 8 and 12 of Annex 16.

Item 15 The flyover noise level in the corresponding unit for documents issued under Chapters 2, 3, 4, 5 and 12 of Annex 16.

Item 16 The overflight noise level in the corresponding unit for documents issued under Chapters 6, 8 and 11 of Annex 16.

Item 17 The take-off noise level in the corresponding unit for documents issued under Chapters 8 and 10 of Annex 16.

Item 18 Statement of compliance, including reference to Annex 16, Volume I - A statement that the subject aircraft complies with the applicable noise requirements.

Item 19 Date of issuance of the noise certification document.

Item 20 Signature of the officer issuing it.

Reference should be made for further detail on completing the form to Annex 16, Volume I-Attachment G.


SECTION B


NCAR Chapter B.2 Page 1 of 12 Issue 6 September 2020

CHAPTER B.2

AIRWORTHINESS CERTIFICATES

1. INTRODUCTION

1.1 No person shall fly or assist in flying an aircraft in Nepalese Airspace unless the

aircraft is in possession of a valid airworthiness certificate kept on board the

aircraft.

1.2 As defined in paragraph 4, airworthiness certificates are classified as follows

a) Certificate of Airworthiness (C of A); or

b) Special Flight Permit; or

c) Permit to Fly; or

d) Special Flight Authorisation

Note: This requirement shall not apply to any kite, drones or captive balloon.

1.3 An airworthiness certificate shall be issued on the basis of satisfactory evidence

that the aircraft complies with the type design as defined in Type Acceptance

Certificate issued by CAA Nepal as the State of Register.

1.4 An airworthiness certificate shall be renewed or shall remain valid subject to

these requirements provided that the Director General shall require that the

continuing airworthiness of the aircraft shall be determined by a periodical

inspection at appropriate intervals having regard to lapse of time and type of

service as described in this chapter.

1.5 Director General shall not issue or render valid a Certificate of Airworthiness for

which it intends to claim recognition pursuant to Article 33 of the Convention on

International Civil Aviation unless it has satisfactory evidence that the aircraft

complies with the appropriate airworthiness requirements (comprehensive and

detailed airworthiness codes established, accepted by Nepal as per NCAR

Chapter B.1).

1.6 The Director General may render valid a Certificate of Airworthiness issued by

another Contracting State, as a short-term alternative to issue its own Certificate

of Airworthiness in accordance with requirements described in this Chapter.

1.7 The Director General may specify in an airworthiness certificate the purpose of

the certificate and any associated conditions and limitations for the operation of

the aircraft.


SECTION B



1.8 To ensure the validity of the aircraft airworthiness certificate, an airworthiness

review of the aircraft and its continuing airworthiness records shall be carried out

in accordance with NCAR M.A.710, prior to initial issue of an airworthiness

certificate and every year thereafter. An Airworthiness Review Certificate is

issued or renewed by CAA Nepal on completion of a satisfactory airworthiness

review.

1.9 Until such time an approved NCAR M.A. Subpart G organization is granted the

privilege for airworthiness review, the conduct of airworthiness review of the

aircraft; its continuing airworthiness records and submission of documented

recommendation for issuance or renewal of Airworthiness Review Certificate

shall be made by the Quality Manager of the organization.

2. SCOPE

2.1 This chapter:

a) Prescribes the requirements for the issue, validation, keeping in force and the

renewal of a Certificate of Airworthiness.

b) Prescribes the requirements for the issue and the renewal of an Airworthiness

Review Certificate.

c) Lays down the circumstances when the Certificate of Airworthiness is

suspended or cancelled.

d) Lays down the circumstances when the Airworthiness Review Certificate is


3. ELIGIBILITY

3.1 A registered owner/ operator of an aircraft, registered in accordance with NCAR

Chapter B.5, shall be eligible as an applicant for a Certificate of Airworthiness

and Airworthiness Review Certificate for that aircraft under this chapter.

4. CLASSIFICATION

4.1 Airworthiness certificates are defined as follows:

a) A Certificate of Airworthiness (C of A) is issued to aircraft which conform to a

Type Acceptance Certification that has been determined in accordance with

NCAR Chapter B.1.

b) A Letter of Authorization issued to render valid a Certificate of Airworthiness

issued by another Contracting State as a short term alternative to the issue of

a Nepalese Certificate of Airworthiness, which must be carried with the former

Certificate of Airworthiness accepting it as the equivalent of the latter. The


SECTION B



application for issuance of Letter of Authorization shall be made following a

procedure laid down in Para 5 of this chapter.

c) When an aircraft is not fully in compliance with its ICAO SARPs airworthiness

requirements, the Director General may issue a Special Flight Permit on

occasions defined in, and in accordance with, NCAR Chapter B.4.

d) A Permit to Fly shall be issued to aircraft on occasions defined in, and in

accordance with, NCAR Chapter B.4.

e) A Special Flight Authorisation Certificate shall be issued to noncomplex

aircraft defined in NCAR Chapter B.7 Para 1 used for commercial operation in

accordance with NCAR Chapter B.7.

5. APPLICATION FOR ISSUE OF A CERTIFICATE OF AIRWORTHINESS

5.1 Pursuant to Para 3 above, an application for the issue of a C of A shall be made

on Form B.2.1 (Appendix-1) along with an application for the issue of

Airworthiness Review Certificate.

5.2 An Application for a Letter of Authorization shall be made on Form B.2.1

(Appendix-1).

5.3 Each application for a Certificate of Airworthiness shall specify the class of

airworthiness certificate applied for in accordance with Para 1.2 of this Chapter.

5.4 The application with regards to new aircraft shall include the following documents

and information:

a) a statement of conformity issued by the manufacturer which confirms that the

product, part or appliance conforms to the approved design data and is in

condition for safe operation; or

b) an Export Certificate of Airworthiness issued by the previous State of Registry

not more than 60 days before the date of export; or

c) a confirmation by the previous State of Registry that a Certificate of

Airworthiness issued by that State was in force immediately prior to the

export; and

d) the information required by NCAR M.A.904 as relevant to new aircraft.

e) documented recommendation for the issuance of an Airworthiness Review

Certificate, having conducted satisfactorily an airworthiness review of the

aircraft in accordance with NCAR M.A.710.

f) the applicants request for the issuance of Mobile Radio Licence with a list of

radio communication, navigation and radar equipments installed, including

make, model and their operating frequencies.


SECTION B



g) copy of a voucher against payment of the appropriate fee prescribed by Civil

Aviation Regulations for issue of C of A.

Note: Typical statements of conformity are:

i) EASA Form 52 issued for complete aircraft by EASA approved production

organizations.

ii) FAA Form 8130-9 (previously Form 317) issued for complete aircraft in

USA.

5.5 The application with regards to a used aircraft shall include the following

documents and information:

a) a statement by the national aviation authority of the State where the aircraft

is, or was, registered, reflecting the airworthiness status of the aircraft on its

register at the time of transfer, acceptable to CAA Nepal, or

b) an Export Certificate of Airworthiness issued by the previous State of Registry

not more than 60 days before the date of export; or

c) a confirmation by the previous State of Registry that a Certificate of

Airworthiness issued by that State was in force immediately prior to the

export; and

d) the information required by NCAR M.A.904 as relevant to used aircraft.

e) documented recommendation for the issuance of an Airworthiness Review

Certificate, having conducted satisfactorily an airworthiness review of the

aircraft in accordance with NCAR M.A.710.

f) the applicants request for the issuance of Mobile Radio Licence with a list of


make, model and their operating frequencies.

g) copy of a voucher against payment of the appropriate fee prescribed by Civil

Aviation Regulations for issue of the C of A.

5.6 Unless otherwise agreed, the statements referred to in subparagraphs 5.4 (a)

and 5.5 (a) shall be issued no more than 60 days before presentation of the

aircraft to CAA Nepal.

5.7 Evidence of the import of the aircraft into Nepal.

Note: The requirement can be fulfilled by submission of Nepalese Customs

clearance documents or equivalent, acceptable to CAA Nepal.

6. LANGUAGE

6.1 The manuals, placards, listings, and instrument markings and other necessary

information required by applicable certification specifications/airworthiness code


SECTION B



related to an aircraft for which a Certificate of Airworthiness is applied for shall be

presented in either Nepalese or English as applicable.

7. SUSPENSION, REVOCATION AND CANCELLATION

7.1 The Director General may suspend, revoke or cancel a Certificate of

Airworthiness or Airworthiness Review Certificate if such action is necessary to

ensure compliance with regulation or if it is necessary to do so in the interest of

safety.

7.2 Upon suspension, revocation or cancellation, the certificate shall be returned to

CAA Nepal.

8. INSPECTIONS

8.1 The aircraft shall be subjected for inspection for which application has been

made for issuance of Certificate of Airworthiness.

8.2 The owner/operator of the aircraft shall provide access to the aircraft for which

that certificate has been requested/ issued, upon request by CAA Nepal.

8.3 Any cost involved in any investigation/ inspection required to be made prior to the

importation of the aircraft into Nepal will be borne by the owner/operator

importing the aircraft.

9. DURATION AND CONTINUED VALIDITY

9.1 A Certificate of Airworthiness shall remain valid normally for two years unless

Director General has safety reasons for not doing so. The Airworthiness Review

Certificate shall remain valid for one year.

9.2 Validity of a Certificate of Airworthiness is subject to the continuing validity of the

Airworthiness Review Certificate. An Airworthiness Review Certificate becomes

invalid if:

a) the Airworthiness Review Certificate is suspended or revoked; or

b) the airworthiness certificate is suspended or revoked; or

c) the aircraft is not on the Nepalese Civil Aircraft Register; or

d) the Type Acceptance Certificate under which the airworthiness certificate was

issued is suspended or revoked under NCAR Chapter B.1.

e) compliance with the applicable type-design and continuing airworthiness

requirements are not determined.


SECTION B



9.3 An aircraft must not fly if the Certificate of Airworthiness is invalid or failure to

comply with any of the following:

a) the aircraft remains in conformity with the type design accepted by CAA

Nepal. Particular attention should be given to the following:

i) a modification or repair applied has not been approved in accordance with

the NCAR Chapter C.5.

ii) the continuing airworthiness of the aircraft or any component fitted to the

aircraft does not meet the requirements of NCAR Part-M, or;

iii) All markings and placards required by TC holder and CAA Nepal are

present.

iv) the flight manual is in conformity with TC holder document and includes

any changes made mandatory by CAA Nepal.

v) it develops a defect beyond the limits or any parts missing permitted by

the Minimum Equipment List or Configuration Deviation List and requiring

rectification by other than the flight crew, or if it has no valid Certificate of

Release to Service (CRS), until rectification of the defect is undertaken or

the CRS, as the case may be, is certified.

vi) unrepaired damage is within limits of Structural Repair Manual and is

acceptable to the CAA Nepal.

b) the aircraft has been maintained in an airworthy condition, including:

i) it complies with a maintenance programme approved by CAA Nepal.

ii) the aircraft is the subject of a reliability programme, if applicable, including

in particular engine trend monitoring, and corrective action has been taken

to rectify any adverse trend.

iii) it complies with any certification maintenance requirements at the

prescribed intervals;

iv) it complies with all modifications or inspections declared mandatory by

CAA Nepal.

v) those parts of the aircraft that are life-limited items declared by TC holder

or CAA Nepal have not exceeded their approved life limit;

vi) conformity of the aircraft mass and balance data with the CAA Nepal

requirements including re-weighing.

vii) conformity of the aircraft records with the CAA Nepal requirements.

c) the aircraft has been operated beyond the limitations of the approved flight

manual or the Certificate of Airworthiness, without appropriate action being

taken; or

d) the aircraft has been involved in an accident or incident that affects the

airworthiness of the aircraft, without subsequent appropriate action to restore

airworthiness; or


SECTION B



9.4 The validity of the Letter of Authorization issued in reference to sub-paragraph

4.1(b) of this Chapter shall not extend beyond the period of validity of the original

Certificate of Airworthiness being rendered valid.

9.5 Where a Letter of Authorization is issued it shall be in Form B.2.4 as shown in

Appendix-5 to this Chapter B.2.

10. AIRCRAFT IDENTIFICATION

10.1 Each applicant for a Certificate of Airworthiness under this Chapter shall

demonstrate that its aircraft is identified in accordance with NCAR Chapter B.5.

11. ISSUE OF CERTIFICATE OF AIRWORTHINESS

11.1 The Director General shall issue a Certificate of Airworthiness and Airworthiness

Review Certificate, upon receipt of an application for the same and when

satisfied that the conditions of this paragraph 11 are met.

11.2 In respect of a new aircraft:

a) Upon presentation of the documentation required by paragraph 5.3 of this

Chapter.

b) When the aircraft conforms to an approved design and is in condition for safe

operation.

c) The aircraft has been inspected by CAA Nepal in accordance with the

applicable provisions of NCAR Part-M.

11.3 In respect of used aircraft:

a) Upon presentation of the documentation required by paragraph 5.4

demonstrating that:

− When the aircraft conforms to an approved design and is in condition for

safe operation.

− The aircraft conforms to a Type Acceptance Certificate and any

supplemental Type Certificate, Modification; change or repair approved in

accordance with NCAR Chapter C.5, and to applicable airworthiness

directives, and

− The aircraft have been continuously managed during the previous 12

months by a unique approved continuing airworthiness management

organization, or equivalent.

b) The aircraft has been maintained for the previous 12 months by maintenance

organizations approved in accordance with Section A, Subpart F of NCAR

Part-M, or NCAR Part-145, or equivalent.


SECTION B





11.4 The aircraft is suitable for existing operating conditions in Nepal and will receive

required continuing airworthiness support from the Design Approval Holder.

11.5 Applicant shall provide maintenance and flight crew type training to a CAA Nepal

Inspector in the case of the first aircraft of the type registered under the

applicant’s name.

11.6 Written confirmation is obtained from the State of Manufacture and from the

manufacturers of the aircraft, engine and vendor component (where ever

possible) that they will continue to supply any amendments for reissues of the

above technical publications as long as the aircraft type remains on the Nepalese

Civil Aircraft Register.

11.7 A copy each of the manufacturer’s maintenance, overhaul and repair manuals

and illustrated parts catalogues shall be provided to CAA Nepal.

11.8 Necessary arrangements are made with aircraft and engine manufacturers for

the provision to the CAA Nepal of amendments to the manuals in sub-paragraph

11.7, together with any service bulletins that may be issued from time to time.

11.9 Details of major structural repair including the nature of damage in each case,

including the approval procedure and document for each repair have been

provided;

11.10 The aircraft is equipped with all the applicable operational derived equipment and

Instruments, as per requirements laid down in current relevant Flight Operations

Requirements.

11.11 The application should be accompanied with documented recommendation for

the Issuance of the airworthiness review certificate, having conducted

satisfactorily an airworthiness review of the aircraft in accordance with NCAR

M.A.710 by an organization.

11.12 The recommendation should be issued by an NCAR Part M Subpart G approved

organization having the airworthiness review privilege.

11.13 Where an organization is not having airworthiness review privilege, the conduct

of airworthiness review and recommendation for issuance of Airworthiness

Review Certificate shall be made by the Quality Manager of the organization.


SECTION B



11.14 Satisfactory verification of the compliance statement by CAA Nepal contained in

the documented recommendation that a complete NCAR M.A.710 airworthiness

review has been carried out by an organization.

11.15 CAA Nepal verification includes Document Survey of an aircraft continuing

airworthiness records and Physical Survey of an aircraft.

11.16 Satisfactory conclusion of an airworthiness review of the aircraft conducted by

CAA Nepal in accordance with NCAR M.A.710.

11.17 Satisfactory conclusion of a physical survey of the aircraft by CAA Nepal as per

NCAR M.A.710, assisted by appropriate NCAR Part-66 qualified personnel of the

owner or operator,

11.18 CAA Nepal shall investigate and may request further information to support the

assessment of the recommendation.

11.19 Satisfactory completion of an airworthiness check flight, if required, in

accordance with NCAR Chapter C.8 and submission of the particulars and

results of the check flight;

11.20 Any deficiencies found during the survey inspection and post airworthiness check

flight of the aircraft are rectified.

11.21 Where a Certificate of Airworthiness is issued it shall be in Form B.2.3 together

with the Airworthiness Review Certificate in CAAN Form 15a as shown in

Appendix-3 and Appendix-4 to this Chapter B.2.

11.22 The Certificate of Airworthiness and Airworthiness Review Certificate shall be

issued in English language.

11.23 The Certificate of Airworthiness and Airworthiness Review Certificate issued by

CAA Nepal shall be carried onboard an aircraft.

12. CONTINUING AIRWORTHINESS

12.1 Continuing airworthiness of aircraft issued with Certificate of Airworthiness

classified in paragraph 4 shall be managed in accordance with NCAR Part-M.

13. RENEWAL OF AIRWORTHINESS REVIEW CERTIFICATE

13.1 The Airworthiness Review Certificate of an aircraft shall be renewed by CAA

Nepal every 12 months upon receipt of an application from the owner/operator of

the aircraft, for its renewal, a minimum of 30 days before the expiry of the

Airworthiness Review Certificate.


SECTION B



The application sent to the Director General should contain at least the items

described in AMC M.A.901 (d) and (g).

a) The Director General shall renew the validity of Airworthiness Review

Certificate when satisfied that following conditions are met:

− When the aircraft conforms to an approved design and is in condition for

safe operation.

− The aircraft conforms to a Type Acceptance Certificate and any

supplemental Type Certificate, Modification; change or repair approved in

accordance with NCAR Chapter C.5, and to applicable airworthiness

directives, and

− The aircraft have been continuously managed during the period since last

renewal of the certificate by a unique approved continuing airworthiness

management organization.

b) The aircraft has been continuously maintained since last renewal of the

certificate by maintenance organizations approved in accordance with

Section A, Subpart F of NCAR Part-M, or NCAR Part-145, or equivalent.



13.2 The aircraft is equipped with all the applicable operational derived equipment and

Instruments, as per requirements laid down in current relevant Flight Operations

Requirements.

13.3 The application should be accompanied with documented recommendation for

the renewal of the airworthiness review certificate, having conducted

satisfactorily an airworthiness review of the aircraft in accordance with NCAR

M.A.710.

13.4 The recommendation should be issued by an NCAR Part M Subpart G approved

organization having the airworthiness review privilege.

13.5 Where an organization is not having airworthiness review privilege, the conduct

of airworthiness review and recommendation for renewal of Airworthiness

Review Certificate shall be made by the Quality Manager of the organization.

13.6 Satisfactory verification of the compliance statement by CAA Nepal contained in

the documented recommendation that a complete NCAR M.A.710 airworthiness

review has been carried out by an organization.

13.7 CAA Nepal verification includes Document Survey of an aircraft continuing

airworthiness records and Physical Survey of an aircraft.


SECTION B



13.8 Satisfactory conclusion of an airworthiness review of the aircraft conducted by

CAA Nepal in accordance with NCAR M.A.710.

13.9 Satisfactory conclusion of a physical survey of the aircraft by CAA Nepal as per

NCAR M.A.710, assisted by appropriate NCAR Part-66 qualified personnel of the

owner or operator,

13.10 CAA Nepal shall investigate and may request further information to support the

assessment of the recommendation.

13.11 Satisfactory completion of an airworthiness check flight, if required, in

accordance with NCAR Chapter C.8 and submission of the particulars and

results of the check flight;

13.12 Any deficiencies found during the survey inspection and post airworthiness check

flight of the aircraft are rectified.

13.13 Where an Airworthiness Review Certificate is renewed it shall be in CAAN Form

15a as shown in Appendix-4 to this Chapter B.2.

14. RENEWAL OF A CERTIFICATE OF AIRWORTHINESS

14.1 Pursuant to paragraph 9 of this Chapter, the owner or operator of an aircraft shall

submit application (Form B.2.2; Appendix-2) along with an application for renewal

of the Airworthiness Review Certificate to CAA Nepal, a minimum of 30 days

before the expiry of the Certificate.

14.2 The application should be accompanied with documentation required by Para 13

of this chapter.

14.3 A voucher against payment of the appropriate fee prescribed by Civil Aviation

Regulations for renewal of the C of A is submitted.

14.4 CAA Nepal shall renew the Certificate of Airworthiness upon satisfactory

verification of above requirements as laid down in Para 13 of this Chapter.

14.5 Where a Certificate of Airworthiness is issued it shall be in Form B.2.3 as shown

in Appendix-3 to this Chapter B.2.

15. TEMPORARY LOSS OF AIRWORTHINESS

15.1 Any failure to maintain an aircraft in an airworthy condition as defined by the

appropriate airworthiness requirements shall render the aircraft ineligible for

operation until the aircraft is restored to an airworthy condition.


SECTION B



16. DAMAGE TO AIRCRAFT

16.1 When an aircraft has sustained damage, CAA Nepal shall judge whether the

damage is of a nature such that the aircraft is no longer airworthy as defined by

the appropriate airworthiness requirements.

16.2 If the damage is sustained or ascertained when the aircraft is in the territory of

another Contracting State, the authorities of the other Contracting State shall be

entitled to prevent the aircraft from resuming its flight on the condition that they

shall advise the CAA Nepal immediately, communicating to it all details

necessary to formulate the judgment referred to in 16.1.

16.3 When the CAA Nepal considers that the damage sustained is of a nature such

that the aircraft is no longer airworthy, it shall prohibit the aircraft from resuming

flight until it is restored to an airworthy condition. The CAA Nepal may, however,

in exceptional circumstances, prescribe particular limiting conditions and permit

the aircraft to fly a noncommercial air transport operation under a Special Flight

Permit to an aerodrome at which it will be restored to an airworthy condition. In

prescribing particular limiting conditions CAA Nepal shall consider all limitations

proposed by the Contracting State that had originally, in accordance with 16.2,

prevented the aircraft from resuming its flight. The Contracting State may permit

such flight or flights within the prescribed limitations.

16.4 When CAA Nepal considers that the damage sustained is of a nature such that

the aircraft is still airworthy, the aircraft shall be allowed to resume its flight.



SECTION B




APPLICATION FOR ISSUE OF A CERTIFICATE OF AIRWORTHINESS

1. Name of the Owner:

2. Address of the Owner:

Telephone Fax …………………… Email Address ……………………

3. Owner Nationality:

4. Name and address of the Applicant/Operator (If other than the owner):

5. Applicant/Operator Nationality:

6. Manufacturer of the Aircraft:

7. Country of Manufacture:

8. Address of the Manufacturer:

9. Year of Manufacture:

10. State of Design:

11. Aircraft Registration Marks:

12. Description of Aircraft:

a) New or used:

b) Aircraft Type/Model/Series:

c) Manufacturer’s Serial Number:

d) Aircraft hour/cycle:

e) Type/Model and Number of Engines:

f) Engine Serial number:

g) Engine hour/cycle:

h) Type/ Model of Propeller (where applicable):

i) Propeller Serial number:

j) Propeller hour/cycle:

k) Seating accommodation including crew:


SECTION B



13. Type Acceptance Certificate Issued by CAA Nepal:

14. Documents submitted in support of the airworthiness status of the aircraft in accordance with

NCAR Chapter B.2:

a) Statement of Conformity. Yes No

b) Export Certificate of Airworthiness Yes No

c) Valid C of A of the previous State of Registry Yes No

d) Statement of the NAA of the previous State of Registry Yes No

15. Mass and Balance Report Number and date: …………………………………………………………...

16. Approved aircraft flight manual reference and revision status: ………………………………………...

17. Approved Maintenance Program reference and revision status: ………………………………………

18. Is list of AD’s; modification and repair carried out since the aircraft was new attached? Yes No

19. Current location of aircraft for physical aircraft survey: …………………………………………………

20. Maximum Take Off Mass of aircraft:

21. Category of Aircraft:

Transport Category (Passenger) Aerial Work Category

Transport Category (Cargo) Private Category

Special Category Training Category

Sport Category

I hereby certify that all requirements of the approved maintenance program and appropriate airworthiness

directives have been complied with. I further declare that all information herein and documents submitted

with this application are true in every respect.

……....................................................

Name and Signature of the Applicant Date: Place:


SECTION B



ADDITIONAL INFORMATION FOR ISSUANCE OF A CERTIFICATE OF AIRWORTHINESS

AIRCRAFT SYSTEMS, INSTALLATIONS AND EQUIPMENT

When applying for the initial issuance of a Certificate of Airworthiness, the applicant should complete the items listed in this appendix.

All items should be completed as appropriate; in cases where items are not relevant, the words "Not applicable" should be entered.

Name of applicant:

Aircraft type:

Series:

Registration marks - current or allotted:

Previous marks (if any):

Manufacturer's serial number:

System, installation or equipment details

1. Pressurization system:

2. Automatic flight control and guidance systems:

3. Cockpit voice recorder

4. Electric power generators:

4.1 Engine-driven:

a) DC only (including alternators with built-in rectification)

b) DC and AC:

c) AC only, frequency range:

4.2 Helicopter transmission-driven:

a) DC only (including alternators with built-in rectification):

b) DC and AC:

c) AC only, frequency range:

5. Main batteries

a) nickel/cadmium

b) lead/acid

c) number fitted

6. Oxygen

a) installed

b) portable

7. Engine fire detection system

8. Portable fire extinguishers:

9. Stall detection and warning system:

10. Fuel quantity indicating system:


SECTION B



11. Ice and rain protection systems:

12. Flight data recording systems:

13. Emergency lighting system:

14. Anti-collision lighting:

a) rotating beacons

b) strobe lights:

15. Compasses

a) remote reading:

b) direct reading:

16. Automatic navigation system:

17. Rotor low rpm warning system (helicopters only)

18. Systems installed for agricultural purposes

Other information

19. Are there provisions for the installation of safety harnesses at:

a) flight crew seat positions?

b) cabin crew seat positions?

c) passenger seat positions?

20. Are there provisions for carrying external loads?

21. Are there provisions for glider towing?

22. State total fuel capacity (in kg):

23. Give details of equipment, other than that listed in 1 to 18, which has been introduced by

modification action (state manufacturer and type).

24. Give details of changes, if any, introduced in the flight manual, as a result of modification action.

..........................................................

Name and Signature of the Applicant Date: Place:


SECTION B




APPLICATION FOR RENEWAL OF A CERTIFICATE OF AIRWORTHINESS

A. Applicant details:

This application form, when completed, should be forwarded to the Civil Aviation Authority of Nepal.

1. Name and address of applicant (if other than owner/operator)

2. Name and address of registered owner / operator

3. Contact information:

Telephone number: E-mail address:

B. Aircraft details:

1. Registration marks Aircraft type/Model MSN:

2. C of A validity till: Aircraft Manufacturer .

3. Aircraft total hours: Landings

4. Engine type/Model: ……………………… Engine Serial No.#1 #2

5. Engine TSN / TSO #1 # 2

6. Approved Flight Manual Reference: Revision No.:

7. Approved MEL document number: Revision No.:

8. Manufacturer’s recommended maintenance program: Revision No.:

9. Approved Maintenance programme reference: Revision No.

10. Revision status of Manufacturer’s Maintenance Data:

Aircraft Maintenance Manual Engine Maintenance Manual

11. Name and address of the organization with whom aircraft records is available for inspection

12. Location of aircraft for physical inspection

13. Maximum take-off mass authorized (in kg)

14. Utilization during 12 months prior to date of application: hours flying……….... cycle flying

15. Mass and Balance Report Number and date: …………………………………………………………...


SECTION B



C. Declaration:

I hereby certify that in respect of the aircraft mentioned above:

a) All requirements of the approved maintenance programme and appropriate Airworthiness Directives have been complied with. I further declare that all documents submitted in support of this application are true in every respect.

b) The NCAR Part-M Subpart C continuing airworthiness tasks in respect of the aircraft have been continuously managed during the period since last renewal of the certificate by:

An organization approved for the purpose.

c) The aircraft has been continuously maintained since last renewal of the certificate by:

a NCAR Part-M Subpart F/145 maintenance organization approved for the purpose.

d) The aircraft is fully airworthy at this date and no mandatory modification or service bulletin applicable to the aircraft is due for compliance at this date.

Applicant Name Designation Signature

Date:


SECTION B




CIVIL AVIATION AUTHORITY OF NEPAL

Certificate of Airworthiness

1. Nationality and

Registration Marks

2. Manufacturer and Manufacturer’s Designation of

Aircraft

3. Aircraft

Serial Number

4. Category:

5. This Certificate of Airworthiness has been issued pursuant to the Convention on International Civil

Aviation dated 7 December 1944, and the Rules made under the Civil Aviation Authority of Nepal

Act 1996. This Certificate shall remain valid so long as the aircraft is maintained and operated in

accordance with the relevant Rules and the pertinent operating limitations.

Date of issue Signature

RENEWALS AND EXTENSIONS

From To Signature From To Signature


SECTION B



CAAN Form 15a Appendix-4


AIRWORTHINESS REVIEW CERTIFICATE

ARC reference: ………..

Pursuant to CAA Nepal Regulation for the time being into force, the CAA Nepal hereby certifies that the following aircraft:

Aircraft manufacturer: …………………………………

Manufacturer’s designation: ……………………………..

Aircraft registration: ………………………………………..

Aircraft serial number: …………………………………….

is considered airworthy at the time of the review.

Date of issue: .................................... Date of expiry: ……………………………………

Airframe Flight Hours (FH) at date of issue (*)

Signed: .............................................. Authorisation No: ……………………………...

1st Extension: The aircraft has remained in a controlled environment in accordance with M.A.901 of NCAR Part-M for the last year. The aircraft is considered to be airworthy at the time of the issue.

Date of issue: .................................... Date of expiry: ……………………………………


Signed: .............................................. Authorisation No: ……………………………...

Company Name: ................................Approval reference: ……………………………

2nd Extension: The aircraft has remained in a controlled environment in accordance with M.A.901 of NCAR Part-M for the last year. The aircraft is considered to be airworthy at the time of the issue.

Date of issue: ..................................... Date of expiry: ...........................


Signed: .............................................. Authorisation No: .................................

Company Name: ................................ Approval reference: .............................

CAAN Form 15a

Issue 4; September 2020


SECTION B




CIVIL AVIATION AUTHORITY OF NEPAL Letter of Authorization

This is to confirm that the Certificate of Airworthiness Issued by (State) ……………………………………. ………………………………….....................................................for following aircraft has been validated by Civil Aviation Authority of Nepal.

Nationality and Registration Marks

Manufacture

Model

Aircraft Serial

Number

This Certificate of Airworthiness has been issued pursuant to the Convention on International Civil

Aviation dated 7 December 1944, and the Rules made under the Civil Aviation Regulation and CAA

Nepal Requirements.

Note 1: This Letter of Authorization shall be carried onboard along with the original Certificate of Airworthiness issued by the previous State of Registry.

Note 2: This Letter of Authorization should be for a short period only and should not extend beyond the period of validity of the original certificate.

....................................... For Director General

Date of Issue: Expiry Date:


SECTION B



CHAPTER B.3

EXPORT CERTIFICATE OF AIRWORTHINESS

1. GENERAL

1.1 This chapter prescribes the requirements for the issue of an Export Certificate of

Airworthiness (hereinafter referred to as the ‘Export C of A’).

1.2 The Export C of A is not a statutory document. When issued by CAA Nepal, it

signifies as at the date of issue that, the aircraft’s conformity with the approved

type design and its acceptable airworthiness status, stating in effect that if the

aircraft were to remain in the Nepalese Registry it would continue to qualify for

continuance of Nepalese Certificate of Airworthiness.

1.3 The Export C of A is not valid for the purpose of flight. The authority for flight is

normally, to be obtained from Authority responsible for airworthiness in the

country in which the aircraft is to be registered (hereinafter referred to as

Responsible Authority), which may issue a Certificate of Airworthiness;

1.4 An Export Certificate of Airworthiness shall only be issued in respect of a

complete aircraft.

2. APPLICATION

2.1 An application for issue of Export C of A shall be made in a form and manner

acceptable to the Director General; (Form B.3.1; Appendix-1).

2.2 A registered owner of an aircraft, registered in accordance with NCAR Chapter

B.5, shall be eligible as an applicant for the Export Certificate of Airworthiness for

that aircraft under this Chapter.

2.3 Required fee for the Issuance of Export Certificate of Airworthiness shall be paid

and a copy of the voucher against the payment submitted with the application;

2.4 Any cost involved in travel by CAA Nepal Inspector for investigation required to

be made prior to the issue of an Export C of A will be borne by the applicant.

3. ISSUANCE OF AN EXPORT C of A

3.1 The Director General shall issue an Export Certificate of Airworthiness upon

receipt of an application and when satisfied that the conditions in this paragraph

3 are met;


SECTION B



3.2 Compliance shall be shown with any “additional requirements or special

conditions” prescribed by Responsible Authority and notified to the Director

General in writing.

3.3 Compliance shall be shown with the requirements of NCAR Chapter B.2

paragraph 14 as applicable;

NOTE 1: In deciding the extent of rectification and overhaul work, account will

be taken of maintenance history and the condition of the aircraft.

NOTE 2: Where the extent of work to be done on the aircraft prior to export is

the subject of a contract, the Director General may, where it is

apparent that the full certification requirements are not intended to be

met, require the Applicant to obtain from the Responsible Authority, a

written confirmation that the contractual arrangements are acceptable.

The Export Certificate of Airworthiness will be qualified accordingly.

3.4 The Export Certificate of Airworthiness shall be issued on Form B.3.2 as shown

in Appendix-2 to this Chapter.

4. DEROGATIONS FROM THE REQUIREMENTS

4.1 The following will be listed on the front of the Export C of A:

a) Significant deviations from the Approved build standard;

b) Derogations from CAA Nepal requirements,

c) Additional Requirements, and Special Conditions;

d) Mandatory modifications and inspections with which compliance has not

been shown;

e) In respect of equipment prescribed in the NCAR or FOR issued by CAA

Nepal:

i) Such equipment which is fitted, but has not been approved by the CAA

Nepal;

ii) Equipment appropriate to the certification Category, where this is not

fitted.

4.2 Any item listed in accordance with 4.1 shall be confirmed, in writing, to be

acceptable to the Responsible Authority prior to the issue of the Export C of A.



SECTION B




APPLICATION FOR ISSUE OF AN EXPORT CERTIFICATE OF AIRWORTHINESS

1. Aircraft registration:

2. Name of owner:

3. Address of owner:

4. Contact information of the aircraft owner:

Telephone number: Facsimile:

E-mail address:

5. Aircraft details:

a) Aircraft manufacturer:

b) Aircraft type and model:

c) Aircraft serial number:

d) Aircraft category:

6. Engines Type and model: Propellers Type and model:

7. Engines serial number: #1 #2

8. Current C of A valid till:

9. Maximum taxi mass (kg): Maximum take-off mass (kg):

10. Country of import:

11. Name of the importer:

12. Address of importer:

13. Additional Requirements or Special Conditions of the importing State:

14. Location of aircraft for physical inspection, if necessary:

15. Is information required by NCAR Chapter B.3 paragraph 4 submitted: Yes No

16. Declaration by person making the application:

“I hereby certify that the particulars given in this form are true in every respect. I further declare

that all documents submitted in support of this application are true in every respect”

Applicant name: Designation:

Signature of applicant: Date:

Note— This application must be accompanied by all necessary supporting documents.


SECTION B




Form B.3.2

Certificate Number: ……………….


EXPORT CERTIFICATE OF AIRWORTHINESS

This Certifies that the product identified below and detailed in [INSERT TYPE CERTIFICATE NO. OF IMPORTING STATE] has been examined and, as of the date of this certificate, is considered airworthy in accordance with Nepalese Civil Airworthiness Requirements, and is in compliance with those special requirements of the importing State, except as stated below.

Note: This certificate does not attest to compliance with any agreements or contracts between the vendor and purchaser, nor does it constitute authority to operate an aircraft.

Product: ___________________Manufacturer: _______________________

Model: ____________________Serial No.: __________________________ New Used

Type Certificate Data Sheet No.: State to which exported: _____________________

Exceptions:

____________________________________________________________ For the Director General Date of Issue Type Certificate data sheet, if not attached to this Export Certificate, will have been forwarded to the appropriate governmental office of the importing State.


SECTION B



CHAPTER B.4

SPECIAL FLIGHT PERMIT / PERMIT TO FLY

1. GENERAL

1.1 When an aircraft is not fully in compliance with its airworthiness requirements or

its C of A is not in force, the Director General may issue either a Special Flight

Permit or a Permit to Fly on certain occasions, to an aircraft which is capable of a

safe flight.

1.2 A Special Flight Permit may be issued on the following occasions:

a) a check flight required after a modification or repair during a process of

applying for a supplemental type certificate;

b) showing compliance with regulations or certification specifications/

airworthiness code after modification or repair;

c) relocating the aircraft to a base where maintenance is to be performed, or to

a point of storage;

d) delivering or exporting an aircraft; or

e) evacuating the aircraft from an area of impending danger, or in cases of force

majeure.

f) flying an aircraft at a weight in excess of its maximum certificated takeoff

weight for flight beyond the normal range over water, or over land areas

where adequate landing facilities or appropriate fuel is not available;

1.3 A Permit to Fly may be issued on the following occasions and to aircraft defined

in Chapter B.2:

a) flight of development or experimental aircraft

b) crew training of design organisations or production organisations;

c) flight testing of new production aircraft

d) flying aircraft under production between production facilities;

e) flying the aircraft for customer acceptance;

f) flying the aircraft for CAA Nepal acceptance for initial issue of a C of A.

g) market survey, including customer’s crew training;

h) flying for exhibition and air show;

i) conducting an airworthiness check flight of type certificated aircraft for the

purpose of renewal of an expired C of A;

j) other occasions that may be specified by the Director General.

Note: The Special Flight Permit or Permit to Fly does not authorize flight

over a country other than Nepal without permission of that country.


SECTION B



2. APPLICATION

2.1 An application for a Special Flight Permit / Permit to Fly shall be made to the

Director General in Form B.4.1 given in Appendix-1 to this Chapter.

2.2 The application for a Special Flight Permit / Permit to Fly shall include:

a) the make, model, serial number and registration marks of the aircraft.

b) the purpose of the flights, in accordance with 1.2 or 1.3 as applicable;

c) the proposed itinerary;

d) if the aircraft does not comply with applicable airworthiness requirements, the

ways in which the aircraft does not comply;

e) the details of crew required to operate the aircraft and its equipment;

f) any restriction the applicant considers necessary for safe operation of the

aircraft which might include:

i) the configurations for which the Special Flight Permit / Permit to Fly is

requested;

ii) the conditions or restrictions put on itineraries or airspace, or both,

required for the flights;

iii) the conditions and restrictions put on the flight crew to fly the aircraft;

iv) the restrictions regarding carriage of persons other than flight crew;

v) the operating limitations, specific procedures or technical conditions to be

met;

vi) the specific flight check programme, if applicable;

vii) the specific continuing airworthiness arrangements including maintenance

instructions and regime under which they will be performed;

g) the substantiation that the aircraft is capable of safe flight under the

conditions or restrictions of subparagraph (f).

h) any other information that CAA Nepal reasonably needs to be able to

prescribe operating limitations or other conditions in the interests of aviation

safety.

2.3 The Director General may make, or require the applicant to make, appropriate

inspections or tests necessary to determine whether the aircraft can reasonably

be expected to be capable of safe flight for the intended purpose or purposes.

The applicant for a Special Flight Permit / Permit to Fly shall provide access to

the aircraft concerned at the request of CAA Nepal.

2.4 Any expenses incurred on CAA Nepal in the course of the issue of a Special

Flight Permit / Permit to Fly shall be fully borne by the applicant.


SECTION B



3. ISSUE OF A SPECIAL FLIGHT PERMIT / PERMIT TO FLY

3.1 The Director General shall issue a Special Flight Permit / Permit to Fly upon

receipt of an application and:

a) when satisfied that the conditions in this paragraph 3 are met;

b) when CAA Nepal through its own investigations, which may include

inspections or through procedures agreed with the applicant, is satisfied that

the aircraft is capable of safe flight under the conditions or restrictions of

subparagraph 3.3.

3.2 The Special Flight Permit / Permit to Fly shall specify the purposes and any

conditions, restrictions that the Director General might consider necessary to

impose.

3.3 Any conditions and restrictions imposed on a Special Flight Permit / Permit to

Fly, that limit the use of the aircraft, must be in writing and set out in or attached

to the Special Flight Permit / Permit to Fly.

3.4 A Special Flight Permit / Permit to Fly shall not be issued to:

a) an aircraft which is eligible for Certificate of Airworthiness (C of A).

b) an aircraft which is eligible for Special Flight Authorization (SFA).

c) an aircraft which is considered by the Director General to be unsafe to fly.

d) an aircraft is covered by an airworthiness directive that restricts flights under

a Special Flight Permit / Permit to Fly;

3.5 A Special Flight Permit or Permit to Fly shall be issued on Form B.4.2 or B.4.3

respectively, a sample of which is given in Appendix-2 and Appendix-3 to this

Chapter.

4. CHANGES TO A SPECIAL FLIGHT PERMIT / PERMIT TO FLY

4.1 Any change that invalidates the conditions or associated substantiation

established for the Special Flight Permit / Permit to Fly also invalidates the

issued Special Flight Permit / Permit to Fly. Any such changes must be

approved.

4.2 A change affecting the content of the Special Flight Permit / Permit to Fly

requires the issuance of a new Special Flight Permit / Permit to Fly in accordance

with this Chapter.


SECTION B




5.1 A Special Flight Permit shall remain valid for the period specified on it from the

date of issue subject to sub paragraph 5.3.

5.2 A Permit to Fly shall remain valid for the period specified on it but not more than

a maximum of 12 months subject to sub paragraph 5.3.

5.3 Conditions for validity of Special Flight Permit / Permit to Fly

a) compliance with the conditions and restrictions associated to the Special

Flight Permit / Permit to Fly;

b) the Special Flight Permit / Permit to Fly not being surrendered or revoked by

CAA Nepal;

c) the aircraft remaining on Nepalese Civil Aircraft Register.

5.4 Upon surrender or revocation, the Special Flight Permit / Permit to Fly shall be

returned to CAA Nepal.

6. RENEWAL OF SPECIAL FLIGHT PERMIT / PERMIT TO FLY

6.1 Renewal of the Special Flight Permit / Permit to Fly shall be processed in

accordance with paragraph 4.

7. SUSPENSION AND CANCELLATION OF A SPECIAL FLIGHT PERMIT / PERMIT TO

FLY

7.1 The Director General may suspend or cancel a Special Flight Permit / Permit to

Fly, by written notice given to its holder, if the Director General considers that it is

necessary to do so in the interests of aviation safety.

a) A notice under sub-paragraph 7.1 must set out:

i) the grounds for the suspension or cancellation; and

ii) in the case of a suspension—the date when the suspension ends.

8. RESPONSIBILITIES OF THE HOLDER OF A SPECIAL FLIGHT PERMIT / PERMIT

TO FLY

8.1 The holder of a Special Flight Permit / Permit to Fly shall ensure that all the

conditions and restrictions associated with the Special Flight Permit / Permit to

Fly, as applicable, are satisfied and maintained.


SECTION B



9. CONDITIONS OF SPECIAL FLIGHT PERMIT / PERMIT TO FLY

9.1 All Special Flight Permits or Permits to Fly must be issued with the conditions

and restrictions associated with the specific permit. These conditions and

restrictions shall be listed in Form B.4.4 named “Flight Permit Conditions”. A

sample Flight Permit Conditions form with nonexhaustive list of conditions and

restrictions is given in Appendix-4 to this Chapter. See also paragraph 9.3.

9.2 The following conditions and limitations are of General nature and considered to

be essential in all permits:

a) A copy of Special Flight Permit/ Permit to Fly shall be carried on board the

aircraft at all times when operating under Special Flight Permit/ Permit to

Fly.

b) A Special Flight Permit / Permit to Fly does not allow commercial operation

of the aircraft. No person or property should be carried for compensation or

hire purpose.

c) The registration marks assigned to the aircraft by the CAA Nepal should be

displayed on the aircraft in conformity with the requirements of CAA Nepal.

d) The aircraft should be operated only by crew who are aware of the purpose

of the flight and any limitations imposed, and who hold appropriate

certificates or licenses issued or validated by the CAA Nepal.

e) No persons should be carried in the aircraft unless that person is essential

to the purpose of the flight and has been advised of the contents of the

authorization and the airworthiness status of the aircraft;

f) All Flight should be conducted so as to avoid areas having heavy traffic or

any other areas where flights might create hazardous exposure to persons

or property.

g) All Flights shall be conducted in accordance with performance operating

limitations prescribed in the aircraft’s flight manual and any additional

limitations specified by CAA Nepal for the intended flight.

h) If the flight involves operation over countries outside Nepal, the operator of

the aircraft should obtain appropriate overfly authorisation from the

respective authorities of each of those countries prior to operation of such

flight.

i) Before flight, the aircraft shall be inspected by an appropriately qualified and

authorized person and must be inspected to sufficient depth in accordance

with procedures contained in the operators manual to ensure the aircraft is

in safe condition and is fit for the purpose of the particular Special Flight

Permit / Permit to Fly.


SECTION B



j) any maintenance required as a result of the inspection must be assessed

performed by suitably qualified and authorized person and maintenance

essential for the operation of the intended flight carried out and certified

before the flight;

k) Following the completion of required maintenance, a Certificate of Release

to Service shall be issued by suitably qualified and authorized person or

Approved Maintenance Organization.

l) The Special Flight Permit/ Permit to Fly does not permit operation of a

product to which an airworthiness directives applies except in accordance

with the requirements of the directives.

m) Operating mass of the aircraft must be the minimum necessary for the flight

with necessary reserve fuel load.

n) Flight into known or forecast turbulent air masses or icing conditions is

prohibited.

o) Any other conditions or limitations as considered necessary by the operator

for the safe operation of flight.

p) The flight under this Special Flight Permit/Permit to Fly shall be conducted

prior to the expiry date of this permit.

9.3 Specific Conditions to the aircraft and the intended flight shall be additionally

included in the Form B.4.4 “Flight Permit Conditions” on applicability basis in

each case.

9.4 Director General may require the applicant to make the aircraft available for

inspection especially when the aircraft is damaged or the airworthiness/safety of

aircraft is in doubt.

10. RECORD KEEPING

10.1 All documents produced to establish and justify the conditions and restrictions

shall be held by the holder of the Special Flight Permit / Permit to Fly at the

disposal of CAA Nepal and shall be retained in order to provide the information

necessary to ensure the continued airworthiness of the aircraft.

10.2 A record of the inspection and any maintenance carried out must be made in the

aircraft logbook or approved alternative maintenance record for the aircraft.

10.3 The previously expired CRS or current CRS issued, whichever may apply, is to

be used to record details of the issue and validity of the Special Flight Permit /

Permit to Fly, to record applicable flight details, and to record any defects or

damage detected during or after the flight.



SECTION B




APPLICATION FOR ISSUE / RENEWAL OF A SPECIAL FLIGHT PERMIT / PERMIT TO

FLY

1. Owner details

Name as stated in C of R:

Owner’s address:

Contact details:

Phone: Email:

2. Applicant details

Applicant Name:

Applicant address:

Applicant Contact details:

Phone: Email:

3. Aircraft details

Registration: Type / Model: Serial No:

Aircraft Manufacturer: Year of manufacture:

Engine Type: Propeller Type:

4. Purpose of Special Flight Permit / Permit to Fly

(Specify the purpose in reference to NCAR Chapter B.4)

Detail:

5. Proposed itinerary

Flight details: From: To:

Flight route:

Period for which permit is requested:

From: / / To: / / Proposed departure date: / /

6. Details of crew required to operate the aircraft

Names Licence and Ratings Licence validity


SECTION B



7. Details of non-compliance to airworthiness requirements:

(Attach supporting documents including damage assessment report if any)

8. Details of limitation/ restriction, the applicant considers necessary for safe operation of the

aircraft

Engineering:

Operations:

Others:

9. Proposed action to make aircraft fit for the intended flight:

10. Any other information relevant to the flight for the purpose of prescribing Operating

limitations:

Certified, that the aircraft is capable of safe flight for the intended purpose and destination. The above

particulars and all documents submitted in support of this application are true in every respect.

Name Signature

Continuing Airworthiness Manager

Flight Operations Manager

Date:


SECTION B




Certificate No…………….


SPECIAL FLIGHT PERMIT

Nationality and

Registration Marks Manufacturer and Manufacturer’s Designation of Aircraft Aircraft Serial No.

Engine Type:

Propeller Type:

Purpose of flight:

This Special Flight Permit, issued pursuant to NCAR Chapter B.4, hereby permits the aircraft to fly without

a certificate of airworthiness in force in respect thereof. This permission for flight does not constitute a

Certificate of Airworthiness issued pursuant to the Convention on International Civil Aviation dated 7

December 1944.

This Special Flight Permit is issued subject to the conditions listed in the attached CAAN Form B.4.4

Flight Permit Conditions.

This Special Flight Permit is issued by the Director General upon being satisfied with the airworthiness of

the aircraft for the purpose stated herein and shall remain valid for the period prescribed from the date of

issue.

Issue date:

Valid till: ..................................... for the Director General

This permit does not authorize flight over a country other than Nepal without permission of CAA of that country


SECTION B




Certificate No…………….


PERMIT TO FLY

Nationality and


Engine Type:

Propeller Type:

Purpose of flight:

This Permit to Fly, issued pursuant to NCAR Chapter B.4, hereby permits the aircraft to fly without a

certificate of airworthiness in force in respect thereof. This permission for flight does not constitute a

Certificate of Airworthiness issued pursuant to the Convention on International Civil Aviation dated 7

December 1944.

This Permit to Fly is issued subject to the conditions listed in the attached Form B.4.4 Flight Permit

Conditions.

This Permit to Fly shall is issued or renewed by the Director General upon being satisfied with the

airworthiness aircraft for the purpose stated herein and shall remain valid for the period prescribed from

the date of issue.

Date:

for the Director General

This permit does not authorize flight over a country other than Nepal without permission of that country.

The Permit to Fly is validated for the period shown below:

From To On date Signed


SECTION B




FLIGHT PERMIT CONDITIONS

Type of permit: Special Flight Permit Permit to Fly Certificate Number:

Nationality and


The following conditions and limitations are of General nature and considered to be essential in all permits:

a) A copy of Special Flight Permit/ Permit to Fly shall be carried on board the aircraft at all times when operating under

Special Flight Permit/ Permit to Fly.

b) A Special Flight Permit / Permit to Fly does not allow commercial operation of the aircraft. No person or property should

be carried for compensation or hire purpose.

c) The registration marks assigned to the aircraft by the CAA Nepal should be displayed on the aircraft in conformity

with the requirements of CAA Nepal.

d) The aircraft should be operated only by crew who are aware of the purpose of the flight and any limitations imposed,

and who hold appropriate certificates or licenses issued or validated by the CAA Nepal.

e) No persons should be carried in the aircraft unless that person is essential to the purpose of the flight and has been

advised of the contents of the authorization and the airworthiness status of the aircraft;

f) All Flight should be conducted so as to avoid areas having heavy traffic or any other areas where flights might create

hazardous exposure to persons or property.

g) All Flights shall be conducted in accordance with performance operating limitations prescribed in the aircraft’s flight

manual and any additional limitations specified by CAA Nepal for the intended flight.

h) If the flight involves operation over countries outside Nepal, the operator of the aircraft should obtain appropriate overfly

authorisation from the respective authorities of each of those countries prior to operation of such flight.

i) Before flight, the aircraft shall be inspected by an appropriately qualified and authorized person and must be inspected

to sufficient depth in accordance with procedures contained in the operators manual to ensure the aircraft is in safe

condition and is fit for the purpose of the particular Special Flight Permit / Permit to Fly.

j) any maintenance required as a result of the inspection must be assessed performed by suitably qualified and

authorized person and maintenance essential for the operation of the intended flight carried out and certified before the

flight;

k) Following the completion of required maintenance, a Certificate of Release to Service shall be issued by suitably

qualified and authorized person or Approved Maintenance Organization.

l) The Special Flight Permit/ Permit to Fly does not permit operation of a product to which an airworthiness directive

applies except in accordance with the requirements of the directives

m) Operating mass of the aircraft must be the minimum necessary for the flight with necessary reserve fuel load.

n) Flight into known or forecast turbulent air masses or icing conditions is prohibited.

o) Any other conditions or limitations as considered necessary by the operator for the safe operation of flight.

p) The flight under this Special Flight Permit/Permit to Fly shall be conducted prior to the expiry date of this permit.

The permit referenced above, is issued subject to the following specific conditions, as applicable, in addition to the General

conditions and limitations mentioned above:

1. The aircraft shall not be flown except for the purpose of:

2. Maximum number of occupants authorized to be carried, including crew:

3. Minimum number of crew:

4. The aircraft may only be flown by ....................................................................................................................(name of pilot).


SECTION B



5. The following essential persons only may be carried on the flight:

6. The aircraft must be operated in compliance with the Flight manual or following below operating limitations which shall be

displayed in the crew compartment by means of placards or instrument markings:

Aerobatic limitations:

Engine limitations:

Air speed limitations:

Altitude limitations:

Attitude limitations:

Fuel limitations:

Other limitations:

7. Loading limitations:

Max. take off Max. Landing C of G % MAC

CG limits for flight under this permit are: to

This aircraft may takeoff at a weight limit of:

8. The route to be flown is:

9. Prior air traffic control approval is required for:

10. Any other limitations (if any):

Date for the Director General


SECTION B



CHAPTER B.5

REGISTRATION OF AIRCRAFT

1. SCOPE

1.1. This Chapter prescribes requirements governing -

a) the registration of aircraft in Nepal;

b) the allocation of nationality and registration marks for Nepalese registered

aircraft;

c) the display of marks on Nepalese registered aircraft.

1.2. This requirement does not apply to meteorological pilot balloons used exclusively

for meteorological purposes or to unmanned free balloons without a payload.

1.3. Registration of an aircraft does not permit it to fly without a valid Airworthiness

Certificate issued by CAA Nepal as laid down in NCAR Chapter B.2.

1.4. In respect of any aircraft that needs to be registered in Nepal, CAA Nepal shall

notify exporting state if it has any special requirements in respect of aircraft to be

imported.

Note: Currently CAA Nepal has not established any special requirements for aircraft to

be imported in Nepal.

2. NATIONALITY OF AIRCRAFT

2.1. An aircraft registered under this requirement has Nepalese nationality.

2.2. An aircraft registered in a Contracting State has the nationality of that State.

3. REQUIREMENT FOR AIRCRAFT REGISTRATION AND CERTIFICATE

3.1. Except as provided in sub-paragraph 1.2 and sub-paragraph 3.2 no civilian

aircraft shall be permitted to operate in Nepalese airspace unless:

a) it is lawfully registered in Nepal and carries onboard Certificate of Registration

issued by the Director General, or

b) it is registered in some other State with which Nepal has an agreement

making provision for the flight in Nepal of aircraft registered in that State; or

c) the nationality and registration marks are displayed in accordance with the

regulations of the State of Registry of the aircraft.

3.2. The requirements of sub-paragraph 3.1 do not apply to –


SECTION B



a) unmanned aircraft, including;

− moored balloons

− meteorological pilot balloons, unmanned free balloons without a payload.

− control line model aircraft

− free flight model aircraft

− kites, rockets, gyrogliders, parasails, unmanned aircraft (including

balloons).

b) parachutes;

c) hang gliders.

d) unmanned aircraft being operated under the authority of the Director General

unless in compliance with this Chapter is required as a condition of operation.

3.3. No aircraft shall be registered in Nepal, if it is registered in any other country.

4. REGISTER OF AIRCRAFT

4.1. CAA Nepal shall be the authority for registration of aircraft in the Nepal and shall

maintain a current register called Nepalese Civil Aircraft Register showing for

each aircraft registered, the information recorded in the Certificate of

Registration. The Nepalese Civil Aircraft Register shall be in the form as shown

in Form B.5.2 (Appendix-2) to this Chapter.

4.2. The register shall be maintained current with entries of new registration, transfers

of ownership, cancellations, and corrections made on reported errors.

4.3. The Nepalese Civil Aircraft Register of aircraft shall be kept at Flight Safety

Standard Department, CAA Nepal in a secure location safeguarding it from theft,

fire and alternation. The backup of Nepalese Civil Aircraft Register shall also be

kept in suitable format.

5. AIRCRAFT NOT TO BE REGISTERED

5.1. An aircraft shall not be registered or continue to be registered in Nepal if it

appears to the Director General that:

a) it is registered outside Nepal and the registration does not cease by operation

of law upon the aircraft being registered in Nepal; or

b) an unqualified person owns or has a share in the aircraft; or

c) it would not be in the public interest for the aircraft to be or continue to be

registered in Nepal; or

d) the Aircraft is under the ownership of Nepalese Army, Nepal Police and Nepal

Customs; or


SECTION B



e) the aircraft exceeds the maximum permissible usage or age limit of an aircraft

specified by the Government of Nepal in National Civil Aviation Policy and

any amendments made thereto.; or

f) the aircraft has not been issued with a Nepalese Type Acceptance Certificate

in accordance with NCAR Chapter B.1.

g) if continued support of aircraft continuing airworthiness and flight safety data

is not assured by the type certificate holder or State of Design or State of

Manufacturer to Air Operator and CAA Nepal.

6. REGISTRATION ELIGIBILITY

6.1. by Nepalese Air Operator holding a valid Air Operator Certificate or equivalent.

6.2. If the aircraft is leased to Nepalese air operator holding a valid Air Operator

Certificate or equivalent, by the owner of the aircraft.

6.3. by person or organization for use other than Commercial Air Transport

Operation.

7. APPLICATION

7.1. An application for registration of an aircraft and for grant of a Nepalese Certificate

of Registration must be made by or on behalf of person, who is qualified in

accordance with paragraph 6.

7.2. The application must be made in Form B.5.1 as contained in Appendix-1 to this

Chapter, with the following information and documents:

a) the owner’s name, address and contact details; and

Note: if the aircraft is owned by more than 1 person—the name and

signature of the owner who is appointed to act on behalf of the owners

should be provided.

if the application is made by an authorized person on behalf of the

owner—the name and address of the person making the application;

if the owner proposes to appoint another person as the registered

operator of the aircraft, the registered operator’s name and home /

registered address,

b) for an aircraft that has a type certificate, type acceptance certificate issued by

the Director General.

c) the following information of the Type Certificate and aircraft:


SECTION B



i) the number of the certificate (if applicable); and

ii) the production certificate number (if applicable); and

iii) the manufacturer, and the country and year of manufacture of the aircraft;

and

iv) the aircraft type and model; and

v) the aircraft serial number;

d) for an aircraft to which paragraph (b) does not apply—the following:

i) the aircraft manufacturer (if applicable);

ii) the aircraft builder (if applicable);

iii) whether the aircraft is a manned free balloon, an airship, a glider, a power

driven aeroplane, a rotor craft or an ornithopter;

iv) the country and year of manufacture of the aircraft;

v) the aircraft model;

vi) the aircraft serial number;

vii) the aircraft is power driven the number of engines and whether they are

piston, turbo-propeller or jet turbine engines;

viii) the number of seats including seats for the crew;

ix) whether the aircraft is able to be used on land, on water or on both;

e) if a registration mark has been assigned for the aircraft, and the validity

period of assignment has not lapsed;

f) the name of the country from which the aircraft was imported;

g) the aircraft’s previous registration mark, if any, in the exporting country;

h) proof of cancellation of previous registration or a certificate of non-registration

issued by the previous state of registry or manufacturing state.

Note: The satisfactory evidence of cancellation of previous registration or

proof of non-registration may be a statement by the Airworthiness

Authority of the previous State of Registry that the aircraft has been

deregistered or non-registered from airworthiness Authority of

exporting state.

i) evidence identifying ownership of the aircraft;

j) a copy of the Bill of Sale or Conditional Sales Contract.

Note 1: Where an aircraft to be registered is subject to a lease or lease

purchase agreement, a copy of the lease or lease purchase

agreement shall be provided will this application.

Note 2:"Evidence of Ownership"; The buyer in possessing or the bailee or the

lessee of an aircraft under a contract of conditional sale must submit

a copy of the contract. The assignee under a contract of conditional

sale must submit both the contract and his assignment from the

original buyer, bailee, lessee or prior assignee that bears the written


SECTION B



assent of the seller, bailer, lessor or assignee thereof, under the

original contract.

k) copy of the valid aircraft insurance policy acceptable to the Director General.

l) evidence of the import of the aircraft into Nepal.



m) copy of a voucher against payment of the appropriate fee prescribed by Civil

Aviation Regulations for issue of C of R.

n) certification that all placards, instructions and documents related to the

aircraft are in English.

7.3. The Director General may ask for further information in writing to enable CAA

Nepal to consider an application for the registration of an aircraft. Such

information must be supplied by the applicant.

8. CERTIFICATE OF REGISTRATION

8.1. The CAA Nepal shall register an aircraft upon receipt of an application in

accordance with paragraph 7 from a qualified applicant and enter the aircraft in

the Nepalese Civil Aircraft Register of Civil Aviation Registry.

8.2. Upon registering an aircraft, the Director General shall furnish the registered

owner with a Certificate of Registration. The certificate of registration, in wording

and arrangement, shall be a replica of the certificate shown in Form B.5.3 in

Appendix-3 to this Chapter. It will be of a size determined by the CAA Nepal.

8.3. The Certificate of Registration shall be issued in English language.

8.4. Registration and an entry in the Civil Aircraft Register of an aircraft does not

confer or imply ownership of the aircraft. A Certificate of Registration for an

aircraft is not conclusive evidence of the existence of a legal or beneficial

property interest in the aircraft.

8.5. Upon request, the Director General shall provide information to another ICAO

Contracting State or to ICAO, as to aircraft registration and/or ownership of any

particular aircraft registered in Nepal.

8.6. While an aircraft first of its type is entered in the Nepalese Civil Aircraft Register,

the Director General shall advise the State of Design and State of Manufacture

that it has entered such an aircraft on Nepalese Civil Aircraft Register to receive

all continuing information relating to aircraft.


SECTION B



9. ASSIGNMENT OF NEPALESE REGISTRATION MARKS

9.1. The owner or operator of an aircraft may ask CAA Nepal, in writing, to assign a

registration mark for an aircraft to be imported, the owner / operator must submit

the following documents along with the application.

a) Lease/Lease Purchase/ Sales contract agreement. For lease/ lease purchase

the operator must have received lease agreement approval from CAA Nepal.

b) Copy of Type Acceptance Certificate.

c) Aircraft specification.

d) Evidence identifying ownership of the Aircraft.

e) Aircraft present location.

f) Inclusion of proposed Aircraft Fleet Type in the Licence issued by Ministry of

Culture, Tourism and Civil Aviation.

g) Date of manufacture (Aircraft age/Cycles/Hour etc. must be in accordance

with the latest National Civil Aviation Policy).

h) Any other documents as required by the Director General.

9.2. On the receipt of above mentioned documents CAA Nepal shall assign a

Nepalese registration mark only to facilitate the importation process. This

allocation doesn’t mean a Certificate of Registration.

9.3. CAA Nepal shall ensure paragraph 10 is complied with while assigning a

registration mark for an aircraft to be imported.

9.4. The assigned registration mark for the aircraft shall lapse in 3 months time unless

the aircraft is registered in accordance with paragraph 8 of this Chapter within

this period.

10. MARKS THAT MUST NOT BE ASSIGNED

10.1. The following registration marks must not be reserved for, or assigned to an

aircraft:

a) the registration mark issued or assigned to any other Nepalese aircraft previously.

b) a registration mark that has been already been assigned. c) a mark that might be confused with any five-letter combination used in Part II

of the International Code of Signals; d) a mark that might be confused with any three-letter combination beginning

with Q used in the Q Code; e) a mark that might be confused with the distress signal SOS; f) a mark that might be confused with an urgency or safety signal.

Examples: Of urgency or safety signals XXX, PAN and TTT.


SECTION B



11. VALIDITY OF CERTIFICATE OF REGISTRATION

11.1. A Certificate of Registration is not subject to renewal and shall remain in effect

until such time as there is request for transfer of aircraft ownership; change in

registration mark or registration of aircraft is cancelled. An aircraft shall remain

registered on the Nepalese Civil Aircraft Register until the registration of aircraft

is cancelled and the aircraft is removed from the Nepalese Civil Aircraft Register.

12. CHANGE IN CONDITION, OWNERSHIP OR STATUS OF REGISTERED AIRCRAFT

12.1. Any person who is the registered owner/operator of an aircraft registered under

this requirement shall immediately inform CAA Nepal in writing of:

a) any change in the particulars furnished to CAA Nepal when application was

made for registration;

b) the destruction of the aircraft or its permanent withdrawal from use;

c) in the case of a leased aircraft, the termination of the lease.

12.2. Any person who becomes the owner of an aircraft registered under this

requirement shall within 15 days inform CAA Nepal in writing of this.

12.3. Subject to requirement of subparagraph 12.2, if at any time after an aircraft is

registered under this requirement, an unqualified person becomes owner of an

aircraft or a share therein, the registration shall become void and the certificate of

registration shall be returned by the registered owner to CAA Nepal.

12.4. The holder of a certificate of registration should make an application for a change

in the name or address of the owner or operator with details of such change.

12.5. The application referred to in sub-paragraph 12.4 should be accompanied by ––

a) if the aircraft is registered in the name of a Company, a certified true copy of

the proof of change of name of the Company, approved in terms of the

Company Act.

b) if the aircraft is registered in the name of a Corporation, a certified true copy

of the proof of the change of the name of the Corporation.

c) voucher for the appropriate fee paid to CAA Nepal for the applied amendment

to the Certificate of Registration in accordance with Civil Aviation Regulations.

12.6. When an aircraft is transferred from one operator to another, the owner of the

aircraft shall make an application to the Director General requesting such

change, supported with evidence of the new operator’s operating permit /

certificate and authorisation for the continuing airworthiness management of the

aircraft.


SECTION B



12.7. Where an aircraft is mortgaged and it is required that the Certificate of

Registration of such a mortgaged aircraft be endorsed with the details of such

mortgage, the registered owner of the aircraft and the mortgagee, shall

simultaneously apply to the Director General for an amendment of such

certificate in order to have the said certificate endorsed with the details of

mortgage and date of the said mortgage.

12.8. The Director General may make appropriate enquiries with respect to the

application and upon being satisfied with the results of the enquiry and

requirements of this paragraph 12, CAA Nepal shall issue an amended

Certificate of Registration.

12.9. The Director General shall transfer the ownership of an aircraft to a new qualified

owner, upon receiving an application from the current registered owner of the

aircraft.

12.10. The application for a transfer of ownership must be:

a) made in a form and manner acceptable to the Director General;

b) signed by both the current and new eligible owner; and

c) submitted with:

i) the contract or agreement held between the two parties or other similar

document;

ii) the original copy of current Certificate of Registration;

iii) if the aircraft is mortgaged, the concurrence of the mortgagee for the

ownership transfer;

iv) Evidence of clearance of all dues to CAA Nepal;

v) copy of voucher against payment of the appropriate fee prescribed by

Civil Aviation Regulations for transfer of ownership and endorsement of

the new owner in the Certificate of Registration.

12.11. The aircraft may not be flown from the date of application until such time as the

transfer of ownership is decided and entered into the new Certificate of

Registration and issued to the new owner.

12.12. The Nationality and Registration Marks shall not change upon issue of a new

Certificate of Registration, unless requested by the new owner of the aircraft for a

change of the Registration Mark.


SECTION B



13. CHANGE OF REGISTRATION MARK

13.1. The holder of a Nepalese Certificate of Registration may apply to the Director

General for a new registration mark to replace the mark allocated to the aircraft

specified in the certificate.

13.2. The applicant for a change of registration mark must apply in writing and submit

to the Director General —

a) the Certificate of Registration; and

b) copy of voucher against payment of the appropriate fee prescribed by Civil

Aviation Regulations.

c) reason for change in registration mark.

13.3. On receiving an application under paragraph 13.2, the Director General may

withdraw the registration mark allocated to the aircraft and allocate the new

registration mark if the reason for change in registration mark is deemed valid.

13.4. On allocation of a new registration mark under paragraph 13.3, the CAA Nepal

must enter in the Nepalese Register of Aircraft the particulars of the new

registration mark allocated to the aircraft.

14. CANCELLATION OF REGISTRATION AND AMENDMENT OF REGISTER

14.1. The Director General may when considered necessary for the purposes of this

requirement to do so, amend the Nepalese Civil Aircraft Register or cancel the

registration of any aircraft, in accordance with these procedures.

14.2. A registered owner/operator of an aircraft registered in Nepal shall apply to the

Director General for cancellation of registration of an aircraft that is:

a) missing for more than 60 days; or

b) completely destroyed; or

c) extensively damaged and is decided not to be re-built by the registered

owner; or

d) permanently withdrawn from operation; or

e) being sold and is to be registered in a foreign country;

Note 1: A declaration of ‘damaged beyond economic repair’ by the insurance

company shall not be made a criteria for cancellation of registration of

an aircraft and airworthiness of said aircraft may be restored following

appropriate requirements.


SECTION B



14.3. The owner of an aircraft shall make an application referred to in sub-paragraph

14.2 in a form and manner as prescribed by the Director General. It shall be

accompanied with:

a) the original copy of current Certificate of Registration;

b) the original copy of current Certificate of Airworthiness;

c) Evidence of clearance of all dues to CAA Nepal;

d) Clearance of the mortgagee in case the aircraft is under mortgage.

e) In the case of Accident and incident, clearance letter from investigation

commission for De-registration.

f) copy of voucher against payment of the appropriate fee prescribed by Civil

Aviation Regulations;

g) proof of termination of lease agreement, where applicable.

Note: Notification of cancellation of an aircraft registration i.e. removal of an

aircraft from Nepalese Civil Aircraft Register, to a foreign State of

Registry will be made if requested by the owner or the foreign State of

Registry.

14.4. The Director General may also cancel the registration of an aircraft if it appears

that––

a) the registration has been obtained by furnishing false information; or

b) the registered owner ceases to be qualified to be a registered owner

according to these Regulations; or

c) it would be inexpedient in the public interest for the aircraft to be or to

continue to be registered in Nepal; or

d) the individual registered owner has died or the owner Company or

Corporation is wound up, dissolved or amalgamated with another Company

or Corporations and no application is made for transfer of aircraft ownership;

or

e) if continued support of aircraft continuing airworthiness information and flight

safety data is not assured by the type certificate holder or State of Design or

State of Manufacturer to Air Operator and CAA Nepal.

14.5. The Director General may cancel the registration of an aircraft, remove the

aircraft from the Nepalese Civil Aircraft Register and issue the certificate of

cancellation in the prescribed Form B.5.5 (Appendix-5) if the Director General is

satisfied of the occurrence of the any event referred to in sub-paragraph 14.2 and

14.4.


SECTION B



15. SIGNATURE AND INSTRUMENTS MADE BY REPRESENTATION

15.1. Each signature on an application for aircraft registration or for transfer of

ownership or a request for cancellation of a Certificate of Registration or on a

document submitted as supporting evidence under this paragraph must be in ink.

15.2. When one or more persons doing business under a trade name submit an

application for aircraft registration or for transfer of ownership or a request for

cancellation of a Certificate of Registration, the application on request must be

signed by or on behalf of each person who shares title to the aircraft.

15.3. When an organization or enterprise submits an application for an aircraft

registration or for transfer of ownership or a request for the cancellation of

Certificate of Registration, it must:

a) have an authorized person sign the application or request,

b) show the title of the signer's office on the application or request,

c) submit a copy of authorization from the Board of Directors to sign for an

organization or enterprise,

d) provide evidence that the signer of the application or request is a corporate

officer or other person in a managerial position in the organization or

enterprise and the title of his office is as stated.

16. ISSUE OF A REPLACEMENT CERTIFICATE OF REGISTRATION

16.1. The holder of a Nepalese certificate of registration may apply for a replacement

certificate if the certificate is—

a) lost, stolen, or destroyed; or

b) so damaged that particulars are no longer clearly legible.

16.2. The applicant for a replacement certificate must apply and submit it to the

Director General with—

a) copy of voucher against payment of the appropriate application fee

prescribed by Nepalese Civil Aviation Regulations; and

b) where applicable, the damaged certificate.

16.3. Where application is made because of a lost Certificate of Registration, an

affidavit attesting to the effect shall be presented with the application for issuance

of replacement certificate.


SECTION B



17. REQUIREMENT FOR AIRCRAFT MARKING

17.1. An aircraft registered in Nepal, (other than one permitted by or under these

requirements to fly without being registered) shall not fly unless:

a) the registration marks assigned to it in accordance with paragraph 8 and the

nationality mark is displayed, in accordance with the requirements in

paragraph 19 to 23 of this Chapter.

b) an identification plate is displayed in accordance with the requirements of

paragraph 24 of this Chapter.

18. NATIONALITY AND REGISTRATION MARKS

18.1. The nationality mark for Nepal shall be '9N'

18.2. The registration mark of Nepal registered aircraft must be:

a) allocated by the Director General;

b) be a group consisting of 3 letters appearing after and separated from the

nationality mark by a hyphen.

19. DISPLAY OF NATIONALITY AND REGISTRATION MARKS

19.1. The nationality and registration marks required to be displayed under

subparagraph 3.1 must —

a) be painted on the aircraft or affixed by any other means ensuring a similar

degree of permanence; and

b) be displayed to the best possible advantage having regard to the construction

or features of the aircraft; and

c) be kept clean and visible at all times.

19.2. The letters and hyphen of the nationality and registration mark must be of one

colour that contrasts clearly with the background on which they are painted or

otherwise affixed.

20. LOCATION OF NATIONALITY AND REGISTRATION MARKS – LIGHTER THAN AIR

AIRCRAFT

20.1. Airships must display the marks required under subparagraph 3.1 –

a) lengthwise on each side of the hulls near the maximum cross section of the

airship and on the upper surface on the line of symmetry; or

b) on the following stabilizers:


SECTION B



i) the horizontal stabilizer, on the right half of the upper surface and on the

left half of the lower surface, with the tops of the letters towards the

leading edge. and

ii) the vertical stabilizer, on each side of the bottom half stabilizer, with the

letters placed horizontally.

c) Spherical balloons (other than unmanned free balloons): The marks shall

appear in two places diametrically opposite. They shall be located near the

maximum horizontal circumference of the balloon.

d) Non-spherical balloons (other than unmanned free balloons): The marks shall

appear on each side. They shall be located near the maximum cross-section

of the balloon and immediately above either the rigging band or the points of

attachment of the basket suspension cables.

20.2. Lighter than Air (other than unmanned free balloons): The side marks shall be

visible both from the sides and from the ground.

20.3. Unmanned free balloons: The marks shall appear on the identification plate.

21. LOCATION OF NATIONALITY AND REGISTRATION MARKS – HEAVIER THAN AIR

AIRCRAFT

21.1. Except as provided in sub-paragraph 21.2 (c) & (d), aeroplanes, gliders, and

powered gliders must display the marks required under sub paragraph 17.1:

a) Wings: On heavier-than-air aircraft, the marks shall appear once on the lower

surface of the wing structure, they shall be located on the left half of the lower

surface of the wing structure unless they extend across the whole of the lower

surface of the wing structure. So far as is possible, the marks shall be located

equidistant from the leading and trailing edges of the wing. The tops of the

letters must be towards the leading edge of the wing;

b) Fuselage (or equivalent structure) and vertical tail surface: On heavier-than-

air aircraft, the marks shall appear either on each side of the fuselage (or

equivalent structure) between the wings and the tail surface or on the upper

halves of the vertical tail surface. When located on a single vertical tail

surface, they shall appear on both sides. When located on multi vertical tail

surface, they shall appear on the outboard sides of the outer surface.

21.2. Special cases: If an aeroplane, glider, powered glider, or rotorcraft—

a) does not possess parts corresponding to those mentioned in sub-paragraph

21.1(a) and (b) of this requirement; or

b) the surface required to be marked in accordance with this requirement is not

large enough to accommodate the size of marks specified in paragraph 23;


SECTION B



The Director General may approve marks, to be located elsewhere on the aircraft

if —

c) the marks are placed in a prominent place not obscured in normal use; and

d) the marks can be readily identified.

22. SPECIFICATION OF NATIONALITY AND REGISTRATION MARKS

22.1. The letters shall be capital letters in Roman characters without ornamentation.

Numbers shall be Arabic numbers without ornamentation.

22.2. The width of each letter (except the letter "I") and the length of the hyphen must

be two-thirds of the height of the letter.

22.3. The lines forming the letters and hyphen must be solid and shall be of a colour

contrasting clearly with the background. The thickness of those lines must be

one-sixth of the height of the letter.

22.4. Each letter must be separated from the letter which immediately precedes or

follows it by a space not less than one-quarter the width of the individual letters,

the hyphen being regarded as a letter for this purpose.

22.5. The letters and numbers in each separate group of marks shall be of equal

height.

23. MEASUREMENT OF NATIONALITY AND REGISTRATION MARKS

23.1. Lighter than air aircraft:

a) The height of the marks on lighter-than-air aircraft other than unmanned free

balloons shall be at least 50 centimeters.

b) The measurements of the marks related to unmanned free balloons shall be

determined by the CAA Nepal, taking into account the size of the payload to

which the identification plate is affixed.

c) Special cases. If a lighter-than-air aircraft does not possess parts of sufficient

size to accommodate the marks described in 23.1 (a), the measurements of

the marks shall be determined by the CAA Nepal, taking account of the need

for the aircraft to be identified readily.

23.2. Heavier than air aircraft:

a) Wings - The height of the marks on the wings of heavier-than-air aircraft shall

be at least 50 centimeters.


SECTION B



b) Fuselage (or equivalent structure) and vertical tail surfaces - The height of the

marks on the fuselage (or equivalent structure) and on the vertical tail

surfaces of heavier-than-air aircraft shall be at least 30 centimeters.

c) Special cases - If a heavier-than-air aircraft does not possess parts

corresponding to those mentioned in 23.2 (a) and (b), or if the parts are too

small to accommodate the marks described therein, the measurements of the

marks shall be determined by the CAA Nepal, taking account of the need for

the aircraft to be identified readily.

24. IDENTIFICATION PLATE

24.1. the holder of a Nepalese Certificate of Registration must ensure that the aircraft

associated with that certificate displays an identification plate in accordance with

these requirements.

24.2. The identification plate required to be displayed under 17.1 must be etched,

stamped, or engraved with the following information:

a) the nationality and registration mark;

b) name and address of the registered owner;

c) aircraft manufacturer’s name;

d) aircraft type, model and serial number;

e) date of aircraft manufacture

24.3. The plate shall be:

a) made of fireproof metal or other fireproof material of suitable physical

properties; and

b) secured to the aircraft in a prominent position near the main point of entrance

to the aircraft; or,

c) in the case of an unmanned free balloon, affixed conspicuously to the exterior

of the payload; and

d) in the case of remotely piloted aircraft, secure in a prominent position near

the main entrance or compartment or affix conspicuously to the exterior of the

aircraft if there is no main entrance or compartment.



SECTION B



FORM B.5.1 APPENDIX-1


APPLICATION FOR REGISTRATION OF AIRCRAFT

1. Name of the Owner: Nationality:

2. Address of the Owner: ......................................................................................................................

Telephone: Fax: …………………… Email Address: …………………………...

(attach document of ownership with this application)

3. Name of the Applicant: Nationality:

(If other than the owner)

4. Address of the Applicant:

Applicant Telephone: Fax:

5. Name of the Operator: Nationality:

(If other than the owner)

6. Address of the Operator:

7. Type Acceptance Certificate No. (if applicable):

8. Aircraft Category: Transport (Passenger) Transport (cargo)

Arial work Private

Sport Special

Training

Land Water Amphibian

9. Aircraft Production Certificate No: Date of Manufacture:

10. Manufacturer: Country of manufacture:

Address:

Telephone: Fax:

11. Aircraft Type: Model: Serial No:

12. Power driven: Yes No

13. Engine type: Piston Turbo propeller Jet turbine

14. Engine Model: Serial Number:

15. Number of seats including crew:

16. Registration mark assigned (if any):

17. Maximum take-off mass:

18. Number of hours flown and landings since new:

19. History of accidents (if any). Indicate incidents/accidents met by the aircraft, the nature and extent

of damage sustained by the aircraft, details of any major repairs carried out details. If required a

separate page may be used for providing the above.


SECTION B



20. Has the aircraft been previously registered in Nepal? Yes No

If yes, state Registration Mark:

21. Is the aircraft already registered in any country outside Nepal? Yes No

If yes, give full particulars (attach proof of cancellation of previous registration)

Name of Owner:

Address:

Nationality:

If no, (attach a certificate of non-registration)

22. Is the aircraft wholly owned:

(a) by the citizens of Nepal.

(b) by an organization or enterprise registered and having its principle place of

business in Nepal. The Chairman and at least 2/3rd of the Board of Directors are

citizens of Nepal.

(c) by the person resident of Nepal or is carrying business in Nepal who is not the

citizen of Nepal.

(d) by an organization or enterprise registered elsewhere than in Nepal but carrying

business in Nepal.

For applicants who come under (c) and (d) state how long the applicants have been resident of

Nepal and have been in business in Nepal.

Nature of business

23. Base Station of Aircraft:

24. A copy of voucher against the payment of aircraft registration fee.

25. Declaration by aircraft owner or authorized person:

“I am/we are the sole person/entity that has/have legal custody and control of the aircraft

described herein”, or

“I am authorized by the owner(s) of the aircraft described herein to make this application

(documentary proof is required).

“I hereby declare that the information provided herein and documents submitted with this

application are true in every respect”. I have studied the relevant Rules and Nepalese Civil

Airworthiness Requirements currently in force and shall abide by them.

…................................................

Date: Name & Signature of Applicant

Note: In case the applicant is not the owner, he/she should provide evidence in writing that

they have been duly authorized by the owner to furnish the foregoing information

and to sign this document on his/her behalf.


SECTION B





NEPALESE CIVIL AIRCRAFT REGISTER

1. Registration Mark: 9N - …………………. Date of Registry: dd / mm / year 2. Aircraft Make: ……………………………….

Model: ……………………. Serial No.: …………….

Year of A/C Manufacture: / /

3. Engine Make: …………………………….

Model: ……………………………… No. of Engine: ………..

4. Propeller/Rotor Make: …………………….

Model: ……………………………….

5. Previous Registration: …………………. Country: ………………

Owner: …………………………….

Operator: ………………………….

Date of Previous De-Registration: / / Place: …………………

6. Category of Aircraft: ……………………….. 7. Lease/Purchase: …………………………. 8. Max. Take-off Weight: …………………….. Min. No. of Crew: …………….

Max. Passenger Seats: ……………………. Empty Weight: ……………….. .

9. Owner's Name: ……………………………….

Address: ……………………………….

Tel./Fax: …………………… / …………………

10. Operator's Name: …………………………………

Address: …………………………………...

Tel./Fax: …………………. / …………………

11. Place of Registry: …………………………… Country: …………………

Registered By: ………………………………….

(Name and Signature)

Remarks: .......................................................................................................................................

Transfer of Ownership or of De-Registration from Nepalese Civil Aircraft Register (if applicable):-

Cause:

Place Signature Date


SECTION B



Form B.5.3 APPENDIX-3

File No.

Serial No.


CERTIFICATE OF REGISTRATION

1. Nationality and Registration Marks

2. Manufacture and Manufacturer's

Designation of Aircraft 3. Aircraft Serial

Number

4. Name of owner:

5. Address of owner:

6. Name of operator:

7. Address of operator:

8. It is hereby certified that the above described aircraft has been duly entered on the Nepalese

Civil Aircraft Register in accordance with the Convention on International Civil Aviation dated

7 December 1944 and with the Civil Aviation Authority of Nepal Act (1996) and the rules made

thereunder.

……………………… …………………………

Date of issue For Director General


SECTION B




Classification of Aircraft

1. Aircraft shall be classified in accordance with Table below.

2. An aircraft which is intended to be operated with no pilot on board shall be further

classified as unmanned.

3. Unmanned aircraft shall include unmanned free balloons and remotely piloted

aircraft.

Table 1: Classification of Aircraft


SECTION B





CERTIFICATE OF CANCELLATION

This is to confirm that the following aircraft has been de-registered from Nepalese Civil

Aircraft Register.

Nationality and Registration

Marks

Manufacture Model Aircraft Serial Number

……………………… …………………………

Date of issue For Director General


SECTION B



September 2020

CHAPTER B.6

REQUIREMENTS FOR HOT AIR BALLOONS

1. SCOPE

1.1 This Chapter prescribes requirements governing:

a) Issuance of Nepalese Type Acceptance Certificate for Hot Air Balloons.

b) Issuance of Certificate of Registration; Display of Nepalese Registration Mark and Identification Plate on Hot Air Balloons.

c) Issuance and Renewal of Certificate of Airworthiness for Hot Air Balloons.

d) Continuing Airworthiness of Hot Air Balloons.

e) Maintenance of Hot Air Balloons.

f) Licencing of persons engaged in maintenance /overhaul /inspection / repair of Hot Air Balloons.

g) Aircraft Flight Manual.

h) Document to be carried onboard during flight.

i) Instruments and equipments to be carried by Hot Air Balloons during flight.

j) Check Flight.

1.2 This requirement does not apply to meteorological pilot balloons used exclusively

for meteorological purposes or to unmanned free balloons without pay load.

1.3 No person shall fly or assist in flying Hot Air Balloon in Nepalese Airspace unless

the Hot Air Balloon is in possession of a valid Certificate of Airworthiness kept on

board the Balloons.

1.4 Before a Nepalese Certificate of Airworthiness may be granted to a Hot Air

Balloon, the Hot Air Balloon must have been issued a Certificate of Registration

by Director General. The Certificate of Registration shall be kept on board the

Hot Air Balloons.

1.5 Before a Nepalese Certificate of Registration may be granted to a Hot Air

Balloon, the Hot Air Balloon must have been issued a Type Acceptance

Certificate by Director General.

2. ISSUANCE OF NEPALESE TYPE ACCEPTANCE CERTIFICATE FOR HOT AIR

BALLOONS

2.1 CAA Nepal shall issue Nepalese Type Acceptance Certificate for Hot Air

Balloons as per requirements laid down in NCAR Chapter B.1.


SECTION B



September 2020

2.2 The manufacturer shall provide CAA Nepal and Air Operator with all the

necessary documentation regarding maintenance and operation as required by

NCAR Part-ML Subpart D.

2.3 All the applicable requirement laid down in NCAR Chapter B.1 shall apply to Hot

Air Balloons.

3. ISSUANCE OF CERTIFICATE OF REGISTRATION; DISPLAY OF NEPALESE

REGISTRATION MARKS AND IDENTIFICATION PLATE ON HOT AIR BALLOONS

3.1 CAA Nepal shall issue Certificate of Registration for Hot Air Balloons as per

requirements laid down in NCAR Chapter B.5.

3.2 All the Hot Air Balloons registered in Nepal shall display Nepalese Registration

Marks as per Requirements laid down in NCAR Chapter B.5.

3.3 Every Hot Air Balloons registered in Nepal shall carry an identification plate as

per requirements laid down in NCAR Chapter B.5.

3.4 All the applicable requirement laid down in NCAR Chapter B.5 shall apply to Hot

Air Balloons.

4. ISSUANCE AND RENEWAL OF CERTIFICATE OF AIRWORTHINESS FOR HOT AIR

BALLOONS

4.1 CAA Nepal shall issue/ renew Certificate of Airworthiness for Hot Air Balloons as

per requirements laid down in NCAR Chapter B.2. All the applicable requirement

laid down in NCAR Chapter B.2 shall apply to Hot Air Balloons.

5. CONTINUING AIRWORTHISNESS OF HOT AIR BALLOONS

5.1 Owner and Operator of Hot Air Balloons shall ensure continuing airworthiness of

Hot Air Balloons as per requirements laid down in NCAR Part-ML.

6. MAINTENANCE OF HOT AIR BALLOONS

6.1 Owner and Operator of Hot Air Balloons shall maintain Hot Air Balloons as per

requirements laid down in NCAR Part-ML.

7. LICENCING OF PERSONS ENGAGED IN MAINTENANCE/ OVERHAUL /

INSPECTION/ REPAIR OF HOT AIR BALLOONS

7.1 Licencing of persons engaged in Maintenance/overhaul/inspection/repair of Hot

Air Balloons shall be done as per requirements laid down in NCAR Part-ML.


SECTION B



September 2020

8. AIRCRAFT FLIGHT MANUAL

8.1 The flight manual of Hot Air Balloons shall contain all the requirements laid down

in NCAR Chapter E.8.

8.2 The operating limitations, normal and emergency procedures and other pertinent

information, particular to balloon operating characteristics are provided in the

Flight Manual, furnished with each balloon or by a placard in the balloon, that is

clearly visible to the pilot. The cockpit and emergency checklist in laminated form

shall be carried on board unless they form a part of the Flight Manual. The Flight

Manual where applicable, shall always be carried on board.

8.3 The flight manual of Hot Air Balloons shall be accepted by CAA Nepal as per

requirements laid down in NCAR Chapter E.8.

9. DOCUMENTS TO BE CARRIED ON BOARD DURING FLIGHT

1. Journey or Technical (or Flight) Logbook

2. Radio Mobile License.

3. Certificate of Airworthiness.

4. Certificate of Registration.

5. Appropriate license for the crew.

6. Cockpit and Emergency Check List in laminated form or Flight Manual, if applicable.

7. Weight Schedule, duly approved and to be displayed at a prominent place.

8. Certificate of Release to Service.

9. Valid Insurance Copy.

10. INSTRUMENTS AND EQUIPMENT TO BE CARRIED BY HOT AIR BALLOONS

DURING FLIGHT

1. Hand fire extinguisher of an approved type, in the main compartment carrying passenger.

2. Safety harness for each personnel on board. The harness for each person need not be provided for gondola or basket type of balloons.

3. A compass.

4. An altimeter.

5. A rate of climb indicator.

6. First Aid Kit.

7. A fuel quantity gauge.


SECTION B



September 2020

8. An envelope temperature indicator.

9. Burner relighter.

10. Two way R/T communication equipment.

11. A global positioning system airborne equipment (Where the balloon flight is for long distance habitat area).

11. CHECK FLIGHT

The Check Flight shall be carried out in accordance with the requirements laid down in NCAR Chapter C.8. The operation of the balloon flights will only be undertaken during daytime under V.F.R. conditions.



SECTION B



CHAPTER B.7

SPECIAL FLIGHT AUTHORISATION

1. GENERAL

1.1 A Light Sport Aircraft (LSA) is a small, simple to operate, low performance

aircraft that complies with the following criteria:

a) A maximum takeoff weight of not more than 600 kilograms or 650 kilograms

for an aircraft intended for operation on water or 560 kilograms for a lighter-

than-air aircraft.

b) A maximum stalling speed in the landing configuration (VS0) of not more than

45 knots CAS at the aircraft’s maximum certificated takeoff weight and most

critical center of gravity.

c) A maximum seating capacity of no more than two persons, including the pilot.

d) If powered, a single, non-turbine engine fitted with a propeller.

e) A non-pressurised cabin:

i) For an aircraft operating over land, a fixed landing gear;

ii) For an aircraft intended for operation on water, a fixed or repositionable

landing gear; and

iii) For a glider a fixed or retractable landing gear.

f) If the aircraft is a glider a maximum never exceed speed Vne of 135 knots

CAS.

1.2 The types of aircraft that may satisfy these criteria are:

1) Fixed wing aircraft;

2) Powered parachutes;

3) Weight shift aircraft / Ultralight

4) Gliders; and

5) Gyroplanes / Gyrocopter

1.3 While any of the aircraft types in 1.2 may be for flown under a Permit to Fly, in

accordance with NCAR Chapter B.4, no such aircraft may fly in Nepalese

airspace for commercial purpose without having on board a valid Special Flight

Authorisation (SFA), issued by the Director General.

1.4 For the purpose of this chapter Light Sport Aircraft shall mean aircraft

constructed entirely from pre-manufactured factory built components and

assemblies and certified by the manufacturer conforming to a type design that

complies with one of the following:


SECTION B



a) EASA CS-LSA (ED Decision 2013/015/R)

b) FAA Accepted ASTM Consensus Standards,

c) British Civil Airworthiness Requirements Section S (CAP 482, 1983) issued

by the Civil Aviation Authority of the United Kingdom;

d) Civil Aviation Orders 95.32 (Issue 1 dated 28 February 1990) and 101.55

(Issue 1 dated 7 January) issued by the Civil Aviation Safety Authority of

Australia;

e) Document TP10141E issued by Transport Canada; and

f) any other equivalent standard acceptable to the Director General; at their

latest issue or amendment status.

1.5 The Director General may issue safety directives to the owner in respect of a

Light Sport Aircraft, individually or in general, requiring such action, as he/she

consider necessary in the interests of safety.

2. SCOPE

2.1 This chapter:

a) prescribes the requirements for the issue, validation, keeping in force and the

renewal of a Special Flight Authorisation;

b) lays down the circumstances when the Special Flight Authorisation is


3. ELIGIBILITY

3.1 A registered owner of a Light Sport Aircraft, registered in accordance with NCAR

Chapter B.5, desiring to use the aircraft for commercial purpose shall be eligible

as an applicant for a Special Flight Authorisation for that aircraft under this

Chapter.

4. EQUIPMENT REQUIREMENTS

4.1 A Light Sport Aircraft shall have the following minimum equipment installed prior

to its certification:

a) Instruments and equipment required—

i) to conform with the Light Sport Aircraft type design; and

ii) by the aircraft designer or kit manufacturer; and

b) flight and navigation—

i) one airspeed indicator; (except for a powered parachute);

ii) one altimeter reading in feet;

iii) one directing reading compass.


SECTION B



c) One VHF communication transceiver

d) Instrument and equipment related to the Power plant:

i) A fuel quantity indicator for each fuel tank, visible by pilot when strapped

in;

ii) An oil quantity indicator for each tank. [A dipstick for each tank would be

an Acceptable alternative to an indicator;

iii) Tachometer (RPM indicator), pressure and temperature indications as

the engine Manufacturer may require or as are necessary to operate the

engine within its limitations;

iv) Engine “Kill” Switch;

v) A manifold pressure indicator for an engine equipped with a variable

pitch propeller, where manifold pressure and rotational speed are

independently controllable.

vi) Any other engine instrumentation as required by engine Manufacturer.

e) Miscellaneous Equipment

i) Safety harness for each occupant

ii) Master Switch and Electrical protective devices when an Electrical

System is installed.

Note: In addition to the above the Director General may direct additional

equipment to be installed if in his opinion it will ensure safe

operation of the aircraft.

4.2 Radio trans/receiver installation on a Light Sport Authorisation shall be approved

by CAA Nepal.

5. APPLICATION FOR ISSUE OF SPECIAL FLIGHT AUTHORISATION

5.1 An application for the issue of a Special Flight Authorisation shall be made to the

Director General on Form B.7.1, a sample of which is provided in Appendix-1 to

this Chapter.

Note: An application for issue of a Special Flight Authorisation shall be made at

least 30 days in advance of the date a Special Flight Authorisation is

required.

5.2 The application shall include the following documents and information:

a) Copy of the Certificate of Registration issued by CAA Nepal;

b) evidence to prove that the aircraft is not amateur built and: -

i) that a permit to fly or an experimental airworthiness certificate issued by a

competent Authority of a contracting state is in force in respect of an

aircraft of the type; or


SECTION B



ii) that the type design conforms to the standards in sub-paragraph 1.4 and

accepted by the Director General as equivalent;

Note: A statement of conformity issued by the manufacturer in respect of 1.4

is acceptable.

c) a statement of hours flown by the aircraft both in total and since any previous

flight permit or equivalent document was issued;

d) the information on aircraft maintenance history and records. Evidence that an

annual inspection of the condition of the aircraft has been carried out in the

preceding 12 months (if not a new aircraft);

e) Modification and repair history of the aircraft that may in any manner affect

the airworthiness of the aircraft;

f) Evidence of recent weighing within 5 years, in form of weight and balance

report;

g) List of flight, navigation and communication equipments fitted on the aircraft;

h) Copy of a voucher against payment of the appropriate fee prescribed by

Recreational Aviation Regulations and its amendments for issue of Special

Flight Authorisation.

i) The applicants request for the issuance of Radio Mobile Licence with a list of


make, model and their operating frequencies

j) A simple drawing of the aircraft (or photos) showing the position of the aerial,

the location of the radio set, and the location of the power supply and

associated wiring;

k) Evidence of the import of the aircraft into Nepal.



6. ISSUE OF SPECIAL FLIGHT AUTHORISATION

6.1 The Director General shall issue a Special Flight Authorisation to Light Sport

Aircraft upon being satisfied that:

a) an application for issue of a Special Flight Authorisation in accordance with

paragraph 5 is received.

b) the aircraft is registered in Nepal;

c) the conditions in this paragraph 6 are met;

d) the aircraft meets technical requirements of paragraph 4.

e) The aircraft is inspected by Airworthiness Inspector/officer, and found to

conform to good design practice, has no hazardous design features and is

safe for flight; and


SECTION B



f) The data in the form of drawings, parts catalogues, operating manuals and

any other manuals sufficient to define the aircraft is provided by the applicant

for retention by the CAA Nepal.

g) Any safety directives issued by the state of manufacture have been complied

with;

h) Confirmation that the aircraft has not been modified in any way, which may

affect airworthiness.

i) Being satisfied that the aircraft shall be maintained in accordance with the

designer or manufacturer maintenance requirements.

j) Satisfactory inspection by an authorized person of radio installation against

the drawing in subparagraph 5.2(j) for workmanship to ensure it complies to

drawing. A test shall be carried out and a report furnished to CAA Nepal for

approval on the radio station survey form.

k) An aircraft possesses valid insurance copy.

l) Satisfactory completion of an airworthiness check flight and any additional

work required by CAA Nepal.

6.2 The Special Flight Authorisation shall be issued on Form B.7.2 (Appendix-2) and

it shall be accompanied with the Flight Authorisation Conditions, specifying any

conditions, restrictions that the Director General might consider necessary to

impose.


7.1 Special Flight Authorisation shall remain valid normally for one year unless

Director General has safety reasons for not doing so. It shall remain valid subject

to:

a) the aircraft remaining on the Nepalese Civil Aircraft Register; and

b) the authorisation not being suspended, revoked or cancelled by CAA Nepal;

and

c) the aircraft being maintained in accordance with the manufacturer

recommendations; and

d) the aircraft being operated within the limitations and conditions of its

operating handbook or the Special Flight Permit, with appropriate action

being taken when such limits are exceeded;

8. RENEWAL OF A SPECIAL FLIGHT AUTHORISATON

8.1 Pursuant to paragraph 7 of this Chapter, the owner or operator of an aircraft shall

submit application (Form B.7.3; Appendix-3) to the Director General for renewal


SECTION B



of the validity of Special Flight Authorisation, a minimum of 15 days before the

expiry of the Special Flight Authorisation.

8.2 The Director General shall renew the validity of a Special Flight Authorisation

when satisfied that following conditions are met:

a) The aircraft records are made available to the Airworthiness Inspector and

satisfactory conclusion of a review of the records.

b) The aircraft continues to conform to original type design in sub paragraph 1.4,

on whose basis the initial Special Flight Authorisation was issued; and

c) Compliance is shown with safety directives issued by the CAA Nepal, if any.

d) The aircraft is being maintained in accordance with the manufacturer’s

recommendations.

e) The aircraft has not been involved in accident or incident that affects the

airworthiness of the aircraft; or

f) No modification or repair has been applied that has not been recommended

by the manufacturer or approved by CAA Nepal.

g) Satisfactory conclusion of a survey inspection of the aircraft and correction of

any deficiency found.

h) Satisfactory conclusion of an airworthiness check flight (if required) and

submission of the particulars and results of the check flight.

i) A voucher against payment of the appropriate fee prescribed by Recreational

Aviation Regulations and its amendments for renewal of the Special Flight

Authorisation is submitted.



SECTION B




APPLICATION FOR ISSUE OF A SPECIAL FLIGHT AUTHORISATION

1) Name of the Owner:

2) Address of the Owner:

3) Nationality:

4) Name of the Operator:

5) Address of the Operator:

6) Nationality:

7) Manufacturer of the Aircraft:

8) Country and Year of Manufacture:

9) Aircraft Nationality and Registration Mark:

10) Description of Aircraft:

a) Aircraft Type/Model:

b) Aircraft Serial Number:

c) Type of Engine:

d) Maximum Number of Persons to be carried Including Crew:

e) Type design conforms to (refer para. 1.3)

11) Empty Weight of Aircraft:

12) Maximum Take Off Weight:

13) Has a Permit to Fly or Special Flight Permit in respect of the aircraft been issued by

the Airworthiness Authority of the country of Manufacture? Yes No

If yes, the documents should be submitted with the application.

14) Category of Aircraft: Sport Category

15) Declaration:

I hereby declare that the particulars entered on this application and its appendices are accurate in every respect and the aircraft mentioned above complies with all Regulatory Requirements for issuance of its Special Flight Authorisation. The aircraft is fully airworthy at this date and no un-authorised modification has been done on the aircraft.


Date:


SECTION B





Special Flight Authorisation

LIGHT SPORT AIRCRAFT

1. Nationality and

Registration Marks

2. Manufacturer and Manufacturer’s

Designation of Aircraft

3. Aircraft

Serial Number

4. Category: Sport Category Max. Take off Mass………...kg.

This Special Flight Authorisation has been issued in accordance with the provisions of

Recreational Aviation Regulations 2069 B.S. and its amendments.

Date of issue Signature

RENEWALS AND EXTENSIONS



SECTION B




APPLICATION FOR RENEWAL OF A SPECIAL FLIGHT AUTHORISATION

A. Applicant details:

This application form, when completed, should be forwarded to the Civil Aviation

Authority of Nepal.

1) Name and address of applicant (if other than owner/operator)

2) Name and address of registered owner / operator

3) Contact information:

Telephone number: E-mail address:

B. Aircraft details:

1) Registration marks: Aircraft type: MSN:

2) Validity till:

3) Aircraft total hours: Landings:

4) Engine TSN / TSO:

5) Operating Permit Reference:

6) Aircraft Maintenance Manual: Revision No.:

7) Name and address of the organization with whom aircraft records is available for

inspection

8) Location of aircraft for physical inspection

9) Maximum take-off mass authorized (in kg)

10) Aircraft annual inspection completed date

11) Hours flown during 12 months prior to date of application: hours flying.

C. Declaration:

I hereby declare that the particulars entered on this application and its appendices are

accurate in every respect and the aircraft mentioned above complies with all Regulatory

Requirements for renewal of its Special Flight Authorisation. The aircraft is fully airworthy at

this date and no un-authorised modification has been done on the aircraft.


Date:


SECTION C

MAINTENANCE REQUIREMENTS

NCAR Chapter C.5 Page 1 of 6 Issue 6 September 2020

CHAPTER C.5

AIRWORTHINESS DIRECTIVES, SERVICE BULLETINS, MODIFICATIONS AND REPAIRS

1. GENERAL

1.1 This chapter prescribes the procedures to be followed in respect of Airworthiness

Directives, Service Bulletins and requirements for approval of modifications and

repairs to aircraft.

1.2 The Director General may identify service bulletins or other technical information

published by a Type Certificate / Supplementary Type Certificate (TC/STC)

holder or other sources of data; or develop and prescribe inspections,

procedures and limitations for mandatory compliance pertaining to an affected

aircraft or an aeronautical product installed on an aircraft registered in Nepal.

1.3 No person shall operate any Nepalese registered aircraft to which the measures

of this Chapter apply, except in accordance with the applicable Airworthiness

Directives (AD’s), Service Bulletins (SB’s), modification or repair data.

1.4 No person shall operate any Nepalese registered aircraft that has suffered a

defect or damage or undergone an alteration; or install any defective or damaged

part or component on the aircraft without repairing such damage or defect in

accordance with approved modification/repair data.

2. AIRWORTHINESS DIRECTIVES

2.1 Whenever the State of Design considers that an unsafe condition exists in an

aircraft or parts installed thereon which must be corrected, it is shown by the

issuance of an airworthiness directive by that State. The Director General

considers the requirements of such directives applicable to all Nepalese

registered aircraft or parts installed thereon as identified in that airworthiness

directive mandatory and must be complied in accordance with the information

contained in the AD’s. Such ADs should be considered as approved by the

Director General for the purpose of compliance by the operators.

2.2 The Director General may issue an Airworthiness Directive:

a) where it has been determined that an airframe or aeronautical product has

exhibited an unsafe condition and that condition is likely to exist or develop in

other products of the same type design;


SECTION C



b) where the CAA Nepal has identified in a Type Certificate Holder’s service

bulletin or any other sources of data inspections, procedures and limitations

that require mandatory compliance; or

c) on the basis of service information reported to the CAA Nepal by operators,

organisations responsible for type design or maintenance organizations

prescribing inspections and the conditions and limitations, if any, under which

those products may continue to be operated.

2.3 Additionally, Director General may also make the requirements of an AD issued

by any State other than State of design applicable to Nepalese registered aircraft

of the type identified in that Airworthiness Directive, if it is determined that a

condition in an aircraft or aeronautical product is unsafe as shown by the

issuance such airworthiness directive.

Note: It is advisable to study Airworthiness Directives relevant to the aircraft

issued by other States in which the aircraft type is operated.

2.4 The Director General shall report any airworthiness directives or additional

continuing airworthiness requirements that it issues or any fault, malfunction or

defect report to the State of Design.

2.5 Each owner or operator of a Nepalese aircraft shall ensure that he is receiving all

Airworthiness Directives issued by the state of design affecting his aircraft.

2.6 Each owner or operator shall comply with the requirements of an Airworthiness

Directive affecting his aircraft in accordance with an approved procedure defined

in the Continuing Airworthiness Management Exposition of the owner/operator.

2.7 Requirements of an Airworthiness Directives shall be complied within the time

frame or at the intervals stipulated in the directive.

2.8 An operator of an aircraft must not operate the aircraft unless the operator

complies with all applicable airworthiness directive issued for the aircraft by the

State of Design of the aircraft.

2.9 If there is a conflict between the requirements specified in an airworthiness

directive and any other applicable instruction for continuing airworthiness, the

requirement specified in the airworthiness directive prevails.

2.10 Airworthiness Directives and associated continuing airworthiness data as

applicable to particular aircraft or aeronautical product should be considered as

documents approved by the Director General. Subject to compliance with the

applicability, limitations and conditions prescribed in the data, no further approval


SECTION C



is required when using them for compliance with the requirements of the

Airworthiness Directive.

3. SERVICE BULLETINS

3.1 A Service Bulletin is the document used by Design Approval Holders (holding a

type certificate, supplemental type certificate or TSO/ETSO Approval) of aircraft,

their engines or their components to communicate details of actions required to

improve the safety level of their product, part or appliance.

3.2 Service bulletins are generally issued as mandatory, recommended or optional.

3.3 In case of a Mandatory SB (or MSB) a corresponding Airworthiness Directive

could be issued by the National Aviation Authority of the Design Approval Holder

(DAH).

3.4 Where a design approval holder identifies a service bulletin as mandatory, such

bulletin shall apply to all Nepalese registered aircraft of the type identified in that

bulletin unless the owner/operator has demonstrated to the CAA Nepal an

appropriate safety case that there is no ground for complying with the concerned

service bulletin.

4. MODIFICATIONS AND REPAIRS

4.1 Modifications are intended to change a function, operation, limitation,

performance, and/or characteristic of the physical or functional element(s) of an

existing aircraft, engine and/or propeller for the purpose of achieving a desired

feature, role or capability for the affected aeronautical product. Such

modifications may be recommended by the manufacturer or be designed by or

for, a particular operator.

4.2 An aircraft may experience accidental damage, wear and tear, environmental

deterioration, fatigue, malfunction, and failure during its operational life. A repair

is a corrective action intended to restore an aeronautical product to an airworthy

condition as defined by the appropriate airworthiness requirements and is

regarded primarily as a maintenance function.

4.3 An aircraft or an aeronautical product may be modified or repaired only in

accordance with data approved by CAA Nepal in accordance with these

requirements. An unapproved repair design could render a Certificate of

Airworthiness invalid.


SECTION C



4.4 Each owner or operator shall only perform modification or repair on aircraft,

aircraft engine, propeller, appliance or component part while complying with the

continuing airworthiness requirements of NCAR Part-M.

5. CATEGORIES OF MODIFICATIONS

5.1 Major Modification: A major modification has an appreciable, or other than

negligible, effect on the airworthiness of an aeronautical product.

5.1.1 The CAA Nepal shall evaluate the technical merit of each modification

proposal and establish a clear understanding of the intended and/or

consequential effect on the affected aeronautical product.

5.1.2 A major modification to an aircraft should be accomplished in accordance

with design data approved by the CAA Nepal. The modification

accomplished should also conform to all other applicable standards of

airworthiness.

5.2 Minor Modification: A minor modification is a design change that has a negligible,

or no appreciable, effect on the mass balance, structural strength, reliability,

operational characteristics or other characteristics affecting the airworthiness of

the aeronautical product. The accomplishment of minor modifications normally

involves use of standard or generally accepted practices.

6. CATEGORIES OF REPAIRS

6.1 Major Repair: A major repair is usually considered a repair that might

appreciably affect mass, balance, structural strength, performance, engine

operation, flight characteristics or other qualities affecting airworthiness.

6.1.1 CAA Nepal shall evaluate the technical merit of a repair design proposal

and establish a clear understanding of the intended or consequential

effect on the affected aeronautical product.

6.1.2 A major repair to an aircraft shall be accomplished in accordance with

design data approved by CAA Nepal, such that the repair conforms to

applicable standards of airworthiness.

6.2 Minor Repair: A minor repair involves any repair that does not fall under the

major repair category, meaning the repair has a negligible effect on the

airworthiness of the affected aeronautical product. The accomplishment of minor

repairs normally involves use of standard or generally accepted practices.


SECTION C



7. APPROVAL OF MODIFICATIONS AND REPAIRS

7.1 The approval of modifications by CAA Nepal is based largely on the acceptance

and approval for installation of an existing modification approved by State

responsible for the type design of the aeronautical product as applicable.

7.2 In respect of aircraft for which a Type Acceptance Certificate has been issued by

CAA Nepal, modifications of the aircraft or the engine or any component fitted on

the aircraft issued by the Type Certificate Holder (TCH) in its approved data for

such aircraft or engine or component is considered as accepted and approved by

CAA Nepal. Such modifications may be applied on respective aircraft, engine or

the aircraft component without further approval process.

7.3 An operator seeking CAA Nepal approval of a modification of aircraft or the

engine or any component fitted thereon must obtain prior approval of its

modification proposal from Design Approval Holder. CAA Nepal shall grant its

acceptance and approval only on the basis of the approval by the DAH.

7.4 Minor repair of an aircraft that can be carried out using available continuing

airworthiness maintenance data does not require CAA Nepal approval.

7.5 Major repair of aircraft must be approved by CAA Nepal. Prior approval of a

major repair plan must be obtained from the DAH prior to applying for CAA Nepal

approval.

7.6 All modifications and repairs shall be carried out in accordance with approved

data.

8. APPROVED DATA FOR MODIFICATIONS AND REPAIRS

8.1 The following data for modification and repair is approved by the Director

General, subject to compliance with the applicability, limitations and conditions

prescribed in the data:

a) Data originating from the DAH approved by State responsible for the type

design of the aeronautical product and component in their respective service

bulletin, maintenance or overhaul manual or equivalent documents.

b) Structural repair data given in the respective aircraft Structural Repair Manual

as applicable for repairs other than complex repairs, or repair by replacement

of damaged part, within the limits specified in the Manual.

Note: Refer NCAR Part M Appendix VII to Section 1 Requirements for

complex repairs.


SECTION C



8.2 Modification or repair data other than that given in paragraph 8.1 shall be

approved by Director General.

8.3 An application for approval of modification or repair data must be made to the

Director General in a form and manner as prescribed by the Director General.

8.4 The application must be accompanied by detailed drawings and other technical

data adequate to define completely the proposed modification or repair.

8.5 The modification or repair plan, detailed drawings and other technical drawings

must have the technical approval of the DAH or a design organisation approved

by State responsible for the type design and accepted by the Director General.

8.6 Where the embodiment of the modification or repair affects Type Acceptance

Certificate, the data in the Flight Manual (noise certification; mass and balance or

other data) or the approved Maintenance Program or CAME, proposed

amendments to these documents shall be submitted with the application for

approval as per requirements laid down by CAA Nepal.

8.7 The owner or operator shall make arrangements for any required investigation,

tests including check flights, inspections etc. to show compliance with the

required Airworthiness standards, at its cost.

9. GRANT OF APPROVAL

9.1 Approval of the design of a modification or repair is signified by issue of a letter of

approval signed by or on behalf of the Director General.



SECTION C



CHAPTER C.6

MASS AND BALANCE

1. GENERAL

1.1 Every aircraft registered in Nepal in respect of which a Certificate of

Airworthiness is issued or rendered valid under these requirements shall be

weighed and the position of its centre-of-gravity determined, at such times and in

such manner as described in this Chapter or as the CAA Nepal may require or

approve in the case of that aircraft.

1.2 The person responsible for continuing airworthiness of an aircraft, prior to its

entry into service must ensure that:

a) the empty mass of the aircraft and the empty mass centre of gravity of the

aircraft when the aircraft is in its empty mass configuration, is established by

actual weighing at such times as stated in this Chapter, in accordance with a

method acceptable to the CAA Nepal and recorded; and

b) the record of that information is kept up to date.

2. WEIGHING REQUIREMENTS

2.1 Newly manufactured aircraft where the determination of mass and centre of

gravity has been previously determined by the manufacturer and recorded are

eligible to be placed into operation without reweighing if the mass and balance

records have been adjusted for alterations or modifications to the aircraft.

2.2 All aircraft shall be weighed to determine the Empty Mass and Empty Mass

Centre of Gravity (C of G) before initial issue of a Nepalese Certificate of

Airworthiness.

2.3 The CAA Nepal may exempt a particular aircraft from the requirement of

paragraph (2.2) above if he is satisfied that the empty mass and empty mass

centre of gravity are given accurately by a recent Mass and Balance Report

issued by the manufacturer or an authorised organisation, unless more than 5

years have elapsed since the last weighing.

2.4 The empty mass and empty mass centre of gravity position of each aircraft shall

be re-established periodically.

2.5 Aircraft shall be reweighed at intervals not exceeding five years, and at such

times as the CAA Nepal may require.


SECTION C



2.6 if the CAA Nepal or the operator is of the opinion that adequate mass control has

not been exercised over an aircraft during a modification, CAA Nepal may require

that a new empty mass and empty centre of gravity position be determined for

the aircraft by weighing.

2.7 All aircraft shall be weighed when, as a result of a repair or modification or series

of modifications incorporated since the last recorded weighing, the following

changes have occurred in the empty mass or empty mass centre of gravity

position:

a) the empty mass has changed by more than 0.5 percent of the maximum

landing mass; or

b) the empty mass centre of gravity position has changed by more than 0.5 per

cent of the mean aerodynamic chord.

2.8 Notwithstanding the provisions of paragraph (2.6) above if the CAA Nepal is

satisfied that adequate mass control has been maintained over an aircraft

throughout a repair or modification or series of modifications of any magnitude,

the aircraft need not be re-weighed.

3. WEIGHING PROCEDURE

3.1 Aircraft mass determination should be performed by a person authorized to

perform mass and balance calculations on behalf of the operator or aircraft

owner. Aircraft should be prepared for mass determination and the mass

determined in accordance with manufacturer’s instructions.

3.2 Where no mass determination procedure is prescribed by the manufacturer the

operator shall use a procedure approved by the CAA Nepal.

3.3 Two independent determinations should be made, and the aircraft longitudinal

datum line should be horizontal. The load should be completely removed from

the weighing equipment between determinations. The aircraft gross masses as

determined by the two measurements should be consistent. If not, the

measurements should be repeated until the gross masses, as determined by the

two consecutive and independent measurements are consistent.

3.4 Prior to the initial issue of a Certificate of Airworthiness for each aircraft, a list of

equipment and other items of load such as fluids in tanks, included in the empty

mass should be established. If an operating mass is used, a similar list of

removable equipment and disposable load included in the operating mass should

also be established. Where a change occurs in the items included in either the


SECTION C



empty mass or, if applicable, the operating mass of an aircraft, the appropriate

list should be amended by the operator.

3.5 Normal precautions must be taken consistent with good practices in the mass

determination, ensuring such as:

a) aircraft and equipment are checked for completeness in accordance with

paragraph 3.4;

b) fluids are properly accounted for;

c) that the aircraft is clean;

d) mass determination is carried out in an closed building, to avoid the effect of

wind; and

e) the scales used are properly calibrated and used in accordance with the

manufacturer's instructions.

3.6 The empty mass and the corresponding centre of gravity position shall be

determined by the person determined in paragraph 3.1 of this Chapter and

entered in the Weighing Report.

4. WEIGHING REPORT

4.1 Upon the aircraft being weighed, the owner or operator of the aircraft shall

prepare an Aircraft Weighing Report showing —

a) the Basic Mass of the aircraft, and the position of the centre of gravity of the

aircraft when the aircraft contains only the items included in the empty mass,

or

b) such other mass and position of their centre of gravity as may be approved by

the CAA Nepal in the case of that aircraft.

4.2 Aircraft Weighing Report shall be completed in form and manner specified by the

manufacturer in flight manual or the aircraft Mass and Balance Schedule. The

report must be complete with the Basic Equipment List and must ensure that this

accurately defines the condition of the aircraft at the time of weighing.

4.3 Whenever a new Weighing Report is issued, a new Mass and Balance

Supplement shall be inserted in the Flight Manual as prescribed by Chapter E.4.

Additionally, the Weighing Report shall be inserted in the aircraft logbook and the

relevant Aircraft Mass and Centre of Gravity Schedule as a permanent record.

4.4 A mass and centre of gravity report should be provided for each aircraft. Each

Weighing Report should be identified by the aircraft designation, nationality and

registration marks; aircraft make; model and serial number. The date of issue of


SECTION C



the Weighing report should be given and the Weighing report shall be signed by

the person determined in paragraph 3.1 of this chapter. A statement should be

included indicating that the Weighing Report supersedes all earlier issue.

4.5 Where a manufacturer specified weighing report format is not available, the

report shall be prepared in accordance with the format given in Form C.6.1

(Appendix-1) to this Chapter.

4.6 The empty mass and empty centre of gravity position should be determined and

certified by the person determined in paragraph 3.1 in accordance with the

recorded results of the measurements.

5. CHANGE IN BASIC MASS

5.1 When an item of Basic Equipment is added, removed or repositioned in an

aircraft, calculations must be made to determine the effect on both Empty Mass

and the Empty Mass Centre of Gravity. This information should then be used to

revise the aircraft Mass and Centre-of-Gravity Schedule or equivalent document.

5.2 After completion of modification the total mass and moment for additional

equipment given in the appropriate modification document shall be used to revise

the aircraft Mass and Centre of Gravity Schedule or equivalent document.

5.3 Where the total mass and moment for additional equipment is not quoted in the

appropriate modification document, the equipment and any parts used for

attachment purposes, such as brackets, nuts, bolts, rivets, sealant, etc. must be

accurately weighed. The position of the additional material must then be

determined, and its moment calculated relative to the centre of gravity datum.

5.4 If there is a change to:

a) the empty mass of the aircraft; or

b) the position of the centre of gravity on the aircraft when the aircraft is in its

empty mass configuration.

the owner or operator must ensure that the record of the required information is

updated before the aircraft is released for flight after the weighing.

6. WEIGHING EQUIPMENT

6.1 Any equipment used for weighing must be properly calibrated, zeroed, and used

in accordance with the manufacturer’s instructions. Each scale must be

calibrated either by the manufacturer or by an appropriately authorised

organisation within 2 years or within a time period defined by the manufacturer of


SECTION C



the weighing equipment, whichever is less. The equipment must enable the mass

of the aircraft to be established accurately.

7. MASS AND BALANCE RECORDS

7.1 A copy of weighing report containing records of the weighing and the calculations

involved shall be made available to the CAA Nepal, and such records shall be

retained by the operator. When the aircraft is again weighed the previous

weighing record shall be retained with the aircraft records.

7.2 The mass and balance record system should include procedures that allows for

updating and maintaining a current and continuous record of the mass and

Centre of Gravity of the aircraft.

7.3 Mass and balance records should reflect changes in mass and balance and list

all modifications affecting the mass or balance of the aircraft.

7.4 Revised empty mass and Centre of Gravity changes should be identified by the

date, the aircraft designation, nationality and registration marks; aircraft make,

model and serial number. The revised mass and balance information should be

signed by a qualified and authorised person determined in 3.1.

7.5 Where mass and balance programme information is generated by a

computerized mass and balance system, the operator should verify the accuracy

of the output data. The operator should also ensure that amendments to the input

data are validated and incorporated properly into the system. The operator

should ensure the overall system is operating properly and the software updates

are current.

7.6 Some large aeroplanes have onboard mass weighing system. When the

aeroplane is on the ground the on-board mass system provides the flight crew

with continuous indication of the aircraft total mass and the location of the CG in

percent of the Mean aerodynamic chord (MAC), the operator should seek the

approval from the CAA Nepal if it wishes to use on-board mass and balance

computerized system as a primary source of dispatch.



SECTION C



Form C.6.1 Appendix-1

SAMPLE MASS AND BALANCE REPORT


SECTION C




SECTION C




SECTION C



CHAPTER C.8

FLIGHT TESTING, AIRWORTHINESS / MAINTENANCE CHECK FLIGHT

1. GENERAL

1.1 Flight testing of an aircraft is a required means of establishing compliance

with certification requirements for new aircraft and changes to aircraft. Other

flight testing activities, referred to as check flights or in-flight surveys, may be

required to be carried out periodically on in-service aircraft as one of the

processes to ensure that an aircraft continues to comply with the applicable

airworthiness requirements.

1.2 The term “flight testing” should be understood to mean pre-type certification

action normally conducted by the Design Approval Holder.

1.3 Airworthiness check flights is to ensure that the aircraft’s flight characteristics

and its functioning in flight do not differ significantly from the normal

characteristics for the type and to check the flight performance against the

appropriate sections of the flight manual. This may include:

a) Handling characteristics are satisfactory and typical of the type.

b) Climb performance equals or exceeds the scheduled data.

Note: Data is necessary in order to assess any future deterioration of

performance in service.

c) The aircraft and its equipment function satisfactorily.

d) Additional Requirements and Special Conditions, where applicable, have

been complied with.

1.4 Maintenance check flights are identified as part of the continuing

airworthiness tasks necessary to ensure the serviceability of operational and

emergency equipment post any maintenance activity, as required.

2. CHECK FLIGHT REQUIREMENTS

2.1 An aircraft shall be subject to Airworthiness Check Flight:

a) Prior to the initial issue of a Nepalese Certificate of Airworthiness in any

category, if deemed necessary by Director General.

b) Annually within 15 days immediately preceding the date of renewal of

Nepalese Certificate of Airworthiness, if deemed necessary by Director

General or as defined by a fleet check programme prepared by an

operator and accepted to the CAA Nepal.

Note: Guidance on Fleet Check Programme and procedures are given in

Appendix-1 to this Chapter.


SECTION C



c) Whenever the CAA Nepal requires the aircraft to be checked for

considerations of safety.

2.2 An aircraft shall be subjected to Maintenance Check Flight should the

maintenance data issued by the design approval holder (e.g. aircraft

maintenance manual (AMM) require that a maintenance task is performed in

flight as a necessary condition to complete the maintenance ordered.

2.3 An aircraft may be subject to ‘Maintenance Check Flight’ to provide

reassurance of the aircraft’s performance or to establish the correct

functioning of a system that cannot be fully established during ground checks:

a) after modification, repair, or maintenance as required by the operator; or

b) as required by the maintenance organisation for verification of a

successful defect rectification; or

c) to assist with fault isolation or troubleshooting.

2.4 An aircraft may subject to an ‘Elective Check Flight’ at the beginning or end of

a lease period to check functionality of equipment used by crew during routine

operations.

3. AIRWORTHINESS CHECK FLIGHTS

3.1 Airworthiness Check Flight Schedules

3.1.1 Each aircraft to be checked shall be checked to a schedule approved

by the CAA Nepal.

3.1.2 A check flight schedule submitted for approval should be based on a

schedule recommended by the manufacturer of the aircraft or by the

competent authority of the state of design.

Such a schedule shall contain details of the aircraft type to which it

refers, shall be marked with a reference number, issue number, and

date, and shall include the following:

a) Tests to check the aircraft performance;

b) Tests to check that the handling characteristics are satisfactory and

have not deteriorated with time;

Note 1: The checks will take account of the flying characteristics

of the aircraft revealed during flight tests on the

Prototype, the results of tests on Series aircraft and the

history of the aircraft.


SECTION C



Note 2: It is convenient for the check flight schedule to contain

the following handling tests, as these combine, in a brief

form, checks on various flight characteristics.

i) A qualitative assessment of the take-off;

ii) An assessment of the trim of the aircraft and the

effectiveness of primary flight controls and trimmers, in

steady flight;

iii) Hover manoeuvres for helicopters;

iv) Flight at maximum speed;

v) Stalls in the take-off and landing configurations;

vi) A qualitative assessment of the landing.

c) Tests to check functioning of the aircraft equipment in flight.

Note: Controls, systems and equipment which are used regularly

may be considered for the purpose of this schedule to have

been checked on the basis of normal usage.

3.2 Airworthiness Check Flight Crew

3.2.1 The qualifications and experience of personnel involved in flight

checking under the provisions of this Chapter shall be acceptable to

the CAA Nepal. Flight check personnel shall be provided with

adequate facilities and equipment for the effective performance of their

duties.

3.2.2 The minimum flight crew shall be two pilots, whenever the aircraft has

at least two pilot stations. In addition, a task specialist is required in the

flight crew compartment to assist the flight crew to conduct the check

flight if permitted by the aircraft configuration.

3.2.3 A Check Flight Observer nominated by CAA Nepal, when deemed

necessary by Director General and when on board, will be a member

of flight crew during the check flight of an aircraft conducted for the

purpose of issue or renewal of Certificate of Airworthiness or approval

of a modification or repair.

3.2.4 As a general principle, only personnel essential to complete the flight

(crew, specialists and Check Flight Observer, when deemed

necessary by Director General) should be on board.

3.2.5 The Pilot-in-Command shall be a pilot authorized by the CAA Nepal to

act as an Airworthiness Check Pilot. Any pilot authorized to be

Instructor Pilot is also authorized to be a Check Pilot on the types for

which his licence is valid. In the case of multi pilot aircraft the second

pilot should be a commander qualified on the aircraft type.


SECTION C



3.3 Check Flight Results

3.3.1 The Pilot in Command shall complete the Airworthiness Check Flight

Report in conjunction with other crew members. The report should

contain the following:

a) Performance data observed and recorded during take-off, climb,

cruise, prescribed aerial maneuvers, descent and landing.

b) Any defects, deficiencies or unexpected occurrences observed

during the check flight and any indications of performance.

3.3.2 Deficiencies and unsatisfactory features of airworthiness nature

revealed during the check flight or noted at other times during the

flight(s) should be rectified prior to release to service of aircraft for

operation unless handled in accordance with the MEL procedures

applicable to the aircraft.

3.3.3 A complete copy of the check flight report duly signed by the pilot in

command shall be submitted to the Airworthiness Division of CAA

Nepal.

3.3.4 The Airworthiness Check Flight Report shall be preserved until the

aircraft is removed from the Nepalese Register or when another check

flight supersedes such check flight.

4. MAINTENANCE CHECK FLIGHTS

4.1 Applicability

4.1.1 Before conducting maintenance check flights, the operator shall

determine the applicable level of the maintenance check flight, as

follows:

a) Level A maintenance check flights are flights intended to be

performed using the standard operating procedure for routine

flights.

b) Level B maintenance check flights are maintenance check flights

other than level A.

e.g.: Stick shaker/pusher activation (below the minimum standard

speeds), abnormal landing gear extensions.

4.2 Maintenance Check Flight Schedule

4.2.1 Before conducting a Level B maintenance check flight with a complex

motor-powered aircraft, the operator shall develop a Check Flight

Schedule.


SECTION C



4.2.2 The procedure containing the checks to be performed in flight should

be thoroughly developed by the operator using applicable current data

and should be available as read-and-do checklist, including:

In-flight briefings;

Limits (not to be exceeded);

Specific-entry-conditions;

Task sharing and call-outs;

Contingency plans;

Information to additional crew and ATC.

4.2.3 The detailed Check Flight Schedule will be the responsibility of, and

under the control of the operator, agreed with the operator’s CAMO

and, where necessary, in liaison with the applicable maintenance

organisation.

4.2.4 For both Elective and Maintenance Check Flights, where only checks

for functionality of equipment used by crew during routine operations

are required, the schedule may consist of a simple list of checks to be

performed, the order of the checks and the required flight conditions.

Where the checks require operation outside normal Standard

Operating Procedures (SOPs), the Check Flight Schedule should be

constructed with the relevant conditions appertaining

4.3 Maintenance Check Flight Manual

4.3.1 Operators intending to conduct level B maintenance check flights with

complex motor-powered aircraft shall describe these operations and

associated procedures in the operations manual or in a dedicated

maintenance check flight manual.

4.3.2 Contents of the Maintenance Check Flight Manual shall be in

accordance with Appendix-2 to this Chapter.

4.3.3 The manual shall be updated when necessary.

4.3.4 All affected personnel shall be made aware of the manual and its

changes that are relevant to their duties.

4.3.5 Operators shall submit the manual and its updates to the CAA Nepal

for approval.


SECTION C



4.4 Maintenance Check Flight Crew

4.4.1 Level A maintenance check flights may be conducted by normal

complement of flight crew cleared for normal operation of the aircraft

using standard operating procedures.

4.4.2 Level B maintenance check flight crew shall meet the requirement of

paragraph 3.2.

4.5 Systems and Equipment

4.5.1 When a maintenance check flight is intended to check the proper

functioning of a system or equipment, this shall be identified as

potentially unreliable, and appropriate mitigation means shall be

agreed prior to the flight in order to minimise risks to flight safety.

5. RELEASE TO SERVICE CERTIFICATE FOR CHECK FLIGHTS

5.1 Where a maintenance check flight is required as per 2.2:

a) Certificate of release to service after incomplete maintenance when in

compliance with M.A.801 (g) or 145.A.50 (e) should be issued by the

maintenance organisation and the aircraft can be flown for this purpose

under its airworthiness certificate.

b) A new entry on the aircraft technical log to identify the need for a

maintenance check flight should be made, containing or referring, as

necessary to data relevant to perform the maintenance check flight, such

as: aircraft limitations due to incomplete maintenance, maintenance data

reference and maintenance actions to be performed after the flight.

5.2 Where an operator wishes to perform a maintenance check flight under

conditions stated in 2.3 (a) or (b) while maintenance data does not call for

such flight, after the maintenance has been properly carried out, a certificate

of release to service should be issued and the aircraft airworthiness certificate

remains valid for this flight.

5.3 Where an operator wishes to perform a maintenance check flight under

conditions stated in 2.3 (c), as confirmation that the solution applied has

restored the airworthiness of the aircraft, since during the maintenance

performed the maintenance instructions would have been followed for the

complete restoration of the system, a certificate of release to service should

be issued before the flight. The airworthiness certificate is valid for the flight.

An open entry requesting this flight should be recorded in the aircraft technical

log.

5.4 Where an aircraft system is found to have failed, and the satisfactory

diagnosis of the cause of the fault can only be performed in flight, since the


SECTION C



aircraft cannot fly under its airworthiness certificate because it has not been

released to service after maintenance, a Special Flight Permit issued in

accordance with NCAR Chapter B.4 is required.

5.5 Where there is a need to fly a Nepalese registered aircraft when a Nepalese

certificate of airworthiness is not in force and a flight is necessary for the issue

or renewal of such a certificate:

a) the aircraft may only fly under a CAA Nepal Permit to Fly issued for the

purpose.

Note: The process for such an application and the procedures to be

followed are detailed in NCAR Chapter B4.

b) When prescribed as a condition associated with the Permit to Fly with the

exception of a pre-flight inspection, any maintenance performed on an

aircraft whilst operating on such a Permit will require the issue of a

Certificate of Release to Service (CRS). The issue of a CRS will be in

accordance with NCAR 145.A.50 or NCAR M.A.801 as appropriate.

c) A new entry on the aircraft technical log to identify the need for an

airworthiness check flight should be made, containing or referring, as

necessary to the check flight schedule and other data relevant to perform

the check flight.

5.6 Prior to a flight being made under the terms of a Special Flight Permit or a

Permit to Fly, a Flight Release Certificate shall be issued. The format of a

Flight Release Certificate is referenced in Appendix-3 of this Chapter.

5.7 The Flight Release Certificate shall be issued only by the following:

a) The holder of a valid B1 or B2 aircraft maintenance engineer’s licence

granted under NCAR Part-66, appropriately endorsed for the aircraft type

and

b) The holder of a valid and appropriate authorisation issued by an

organisation approved under NCAR Part-145 and in accordance with the

terms of that authorisation.

c) A person authorised/approved by the CAA Nepal as being competent to

issue such certification in a particular case.

5.8 Where there is a need to fly a Nepalese registered aircraft when a Nepalese

certificate of airworthiness is still in force and a flight is necessary for the

renewal of such a certificate:

a) A person authorised/approved by the CAA Nepal as being competent to

issue such certification in a particular case.

b) the aircraft may be released for the airworthiness check flight with a

Technical Log Book CRS


SECTION C



c) a new entry on the aircraft technical log to identify the need for an

airworthiness check flight should be made, containing or referring, as

necessary to the check flight schedule and other data relevant to perform

the check flight.



SECTION C



APPENDIX-1

GUIDANCE ON FLEET CHECK PROGRAMMES AND PROCEDURES

1. FLEET CHECK PROGRAMMES

1.1 As an alternative to periodic airworthiness flight checks of individual aircraft, a

programme of flight checks of sample aircraft from a fleet may be agreed with the

CAA Nepal, and such sampling will be accepted by the CAA Nepal as being

representative of fleet characteristics.

1.2 Basic Requirements. To be acceptable as a fleet and eligible for a fleet check

programme, the aircraft shall:

a) be of an acceptably similar type;

b) be certificated in the Transport Category and have a Maximum Take-off

Weight Authorized (MTWA) exceeding 2730 kg;

c) be controlled by an organisation, or organisations acceptable to the CAA

Nepal;

d) have produced consistently satisfactory results in previous Airworthiness

Check Flights for an acceptable period of time.

Note: Each aircraft of the type will be subjected to an Airworthiness Check

Flight at the end of its first year of operation and if data from such tests

is sufficient to confirm compliance with d), those aircraft which have

proved to be satisfactory may be considered as eligible for setting up a

fleet check programme in accordance with 3.3. If the data in respect of

a particular aircraft is insufficient to confirm compliance with d) then

that aircraft will be subjected to further Airworthiness Check Flights at

the end of subsequent year(s). An aircraft may be added to an

established fleet after one annual check, provided that the results of

that check are satisfactory.

1.3 Eligibility criteria for setting up a fleet check program shall be as follows:

(a) The size and make-up of each fleet shall be agreed with the CAA Nepal.

(b) For each agreed fleet, a flight check programme shall be agreed with the CAA

Nepal.

(c) The minimum annual sample required for each fleet shall be 20% of the fleet,

or three aircraft, whichever is the lesser, but not less than one aircraft. The

frequency and the maximum time period between consecutive checks on

individual aircraft shall normally be as in Table 1, but the time period shall not

exceed 10 years.

Note: Frequencies for some fleets of fixed-wing aircraft and for helicopter

fleets may be set differently where the circumstances warrant testing at

a higher frequency.

(d) In addition to the reductions in check frequency resulting from fleet checking,

the CAA Nepal may agree to reductions in the content of the Airworthiness

Check Flight Schedules against which the sample aircraft are tested.

Note: The intent of the reductions is to eliminate any checks which have

produced consistently satisfactory results over several years and to

avoid duplication of checks between the Airworthiness Check Flight


SECTION C



Schedule and the ground maintenance schedule, where such

duplication cannot be justified. Continued duplication could be justified

on grounds of unsatisfactory check results from previous or limited

validity of the ground check involved.

NO OF

AIRCRAFT

IN FLEET

YEAR

1 2 3 4 5 6 7

1(A) A A A A A A A

2(AB) A B A B A B A

3(A–C) A B C A B C A

4(A–D) A B C D A B C

5(A–E) A B C D E A B

6(A–F) AB C D E F AB C

7(A–G) AB C DE F G AB C

8(A–H) AB C DE F GH AB C

9(A–I) AB CD EF G HI AB CD

10(A–J) AB CD EF GH IJ AB CD

11(A–K) ABC DE FG HI JK ABC DE

12(A–L) ABC DE FGH IJ KL ABC DE

13(A–M) ABC DE FGH IJ KLM ABC DE

14(A–N) ABC DEF GHI JK LMN ABC DEF

15(A–O) ABC DEF GHI J KL MNO ABC DEF

16(A–P) ABC DEF GHI JKL MNO PAB CDE

17(A–Q) ABC DEF GHI JKL MNO PQA BCD

18(A–R) ABC DEF GHI JKL MNO PQR ABC

19(A–S) ABC DEF GHI JKL MNO PQR SAB

20(A–T) ABC DEF GHI JKL MNO PQR STA

21(A–U) ABC DEF GHI JKL MNO PQR STU

Table 1

Note: For fleets of more than 21 aircraft, the fleet annual sample size should

remain at 3 aircraft and the time between consecutive tests on

individual aircraft should increase accordingly, subject to the

maximum interval laid down in paragraph 3.3(c).

(e) The fleet check programme shall be reviewed in the event of:

i) any significant change to the aircraft in the fleet (e.g. a change of engine

rating or type);

ii) any failure to maintain the standards on which the programme was based;

iii) any failure to carry out the programme.

2. Operating the Fleet Check Programme

2.1 The CAA Nepal representative shall be given the opportunity to participate in any

flight check associated with the programme, when deemed necessary by Director

General.


SECTION C



2.2 The programme shall be controlled under arrangements acceptable to the CAA

Nepal. The programme may be controlled by:

a) the Operator of the aircraft in the fleet; or

b) the organisation responsible for the maintenance of the aircraft in the fleet; or

2.3 The CAA Nepal shall be kept informed of any changes to the size or make-up of

the fleet, so that the programme may be amended as necessary.

2.4 The CAA Nepal shall be kept informed of any failure to comply with the

programme, so that the programme can be amended as necessary by the CAA

Nepal.

2.5 The CAA Nepal may, where it is considered to be necessary, require an

Airworthiness Check Flight to be carried out on any aircraft covered by the

programme in any year (e.g. in order to correct for slippage, or to clarify any

doubts about the flying qualities of individual aircraft or of the fleet).

2.6 Airworthiness Check Flights, when deemed necessary by Director General, shall

be completed within 15 days immediately preceding the date of renewal of C of A

for the aircraft concerned.


SECTION C



APPENDIX-2

MAINTENANCE CHECK FLIGHT MANUAL

CONTENTS

The items to be covered in the manual should be as follows:

a) General considerations

1) Conditions requiring a maintenance check flight (e.g. heavy

maintenance);

2) Appropriate maintenance release before the maintenance check flight;

3) Flight authorisation;

4) Process to develop a flight programme and procedures.

b) Aircraft status

1) Requirements about the status of the aircraft prior to departure (e.g. MEL,

CDL) for the maintenance check flight;

2) Fuel loading, if applicable;

3) Weight and balance, if applicable;

4) Specific test and safety equipment.

c) Crew selection and other persons on board

1) Qualifications;

2) Experience and recency;

3) Training;

4) Persons on board;

d) Briefings

1) Briefing participants;

2) Specific pre-flight briefing topics:

i) Aircraft status,

ii) Summary of maintenance,

iii) Flight programme, specific procedures and limitations,

iv) Crew members’ responsibilities and coordination,

v) Documents on board;

3) Information to ATC;

4) Post-flight briefing.

e) Contents of the flight programme and procedures: The procedure containing the

checks to be performed in flight should be thoroughly developed by the operator

using applicable current data would be available as read-and-do checklist,

including:

1) In-flight briefings;

2) Limits (not to be exceeded);

3) Specific-entry-conditions;

4) Task sharing and call-outs;

5) Contingency plans;

6) Information to additional crew and ATC.


SECTION C



f) External conditions

1) Weather and light conditions;

2) Terrain;

3) ATC, airspace;

4) Airport (runway, equipment)/operating site.

g) Documentation

1) Specific documentation on board;

2) In-flight recordings;

3) Result of the maintenance check flight and related data;

4) Accurate recording of required maintenance actions after the flight.


SECTION C



APPENDIX-3

FLIGHT RELEASE CERTIFICATE

AIRCRAFT TYPE -

REGISTRATION - 9N -

SERIAL No. -

It is hereby certified that the aircraft defined hereon has been inspected and is

considered fit for flight provided it is properly loaded.

This Certificate is associated with CAA Nepal Permit to Fly/Special Flight Permit No.

...................................... and is valid from ........................ until…............................ or until

the airworthiness condition of the aircraft is altered, whichever is earlier.

Licence/ Authorisation No: ......................... Date: .................................

Signed .........................................................

Name: .........................................................

Organisation: ............................................................................

Organisation Approval Number: ..................................................

1) The period of validity shall not exceed 14 days.

2) The Certificate shall only be issued to an aircraft that is to be flown under the

authorisation of a CAA Nepal Special Flight Permit/Permit to Fly (Form B 4.4)

issued by the CAA Nepal.

3) The Certificate shall be issued in duplicate and one copy kept elsewhere than in

the aircraft.

4) If the airworthiness condition of the aircraft is affected during the period of validity

the Certificate shall be re-issued.


SECTION C



CHAPTER C.9

MANDATORY OCCURRENCE REPORTING

1. GENERAL

1.1 The objective of the Mandatory Occurrence Reporting System is to contribute to

the improvement of flight safety by ensuring that relevant information on safety is

reported, collected, stored, protected and disseminated.

1.2 The sole objective of occurrence reporting is the prevention of accidents and

incidents and not to attribute blame or liability except in case of gross negligence

or willful violation.

1.3 These requirements apply to occurrences which endanger or which, if not

corrected, would endanger an aircraft, its occupants or any other person.

2. REPORTABLE OCCURRENCES

2.1 Without prejudice to the generality of paragraph 1.3, a list of examples of

mandatory reportable occurrences is set out in CAA Nepal Guidance on

Occurrence Reporting.

3. RESPONSIBILITIES

3.1 Every person listed below must report to the CAA Nepal, any event which

constitutes an occurrence for the purposes of paragraph (1.3) and which comes

to that person’s attention in the exercise of that person’s functions —

a) the operator and the commander of the aircraft which has a

i) Certificate of Airworthiness (C of A); or

ii) Special Flight Permit; or

iii) Permit to Fly; or

iv) Special Flight Authorisation.

issued by CAA Nepal.

b) a person who carries on the business of maintaining or modifying an aircraft

registered in Nepal, and a person who carries on the business of maintaining

or modifying any equipment or part of such an aircraft;

c) a person who signs a Certificate of Release to Service for an aircraft

registered in Nepal, and a person who signs a certificate of Release to

Service for any equipment or part of such an aircraft;


SECTION C



d) a person who performs a function concerning the ground-handling of aircraft,

including fuelling, servicing, load sheet preparation, loading, de-icing and

towing at an airport located in Nepal.

3.2 Additionally:

a) Any person or organisation responsible in accordance with NCAR M.A.201

shall report in accordance with NCAR M.A.202.

b) An aircraft maintenance organization approved in accordance with NCAR

Part-145 shall report in accordance with NCAR 145.A.60.

4. REPORTING

4.1 Reports of occurrences must be made within such time, by such means,

containing such information and in such form as prescribed in CAA Nepal

Guidance on Occurrence Reporting.

4.2 A person must not make any report under this Chapter C.9 if the person knows

or has reason to believe that the report is false in any particular manner.

4.3 Reference should also be made to CAA Nepal Guidance on Occurrence

Reporting for additional guidelines for reporting and handling of information on

safety occurrences.

4.4 All occurrences shall be reported on an Occurrence Report Form C.9.1 as shown

in Appendix-1 to the address given below within such times as specified in CAA

Nepal Guidance on Occurrence Reporting, except that if it is a defect which

affect the immediate safety of the aircraft or its occupants, or which must be

rectified before further flight of the aircraft, it must first be reported by telephone

or other means within 24 hours.

Airworthiness Inspection Division,

Flight Safety Standards Department,


Tel. No.: 4111075, 4111119

Fax No.: 4111198

E-mail: [email protected];

5. HANDLING OF REPORTS

5.1 The CAA Nepal, in the case of a Nepalese Registered aircraft, having received

an occurrence report, must notify, whenever necessary, the competent authority

of the State of Design, Type Certificate and Supplementary Type Certificate

holder (when applicable) of the aircraft, of the occurrence.


SECTION C



5.2 CAA Nepal shall use any information received in accordance with the terms of

this requirements solely for the purposes set out in this Chapter.

5.3 CAA Nepal shall not record the names or addresses of individual persons on the

databases of occurrence reports created by CAA Nepal.

5.4 Without prejudice to the rules of criminal law, no proceedings may be instituted in

respect of unpremeditated or inadvertent infringements of the law which come to

the attention of the CAA Nepal only because they have been reported under this

Chapter, except in cases of gross negligence.

5.5 The CAA Nepal has in place a system of voluntary reporting to collect and

analyse information on observed deficiencies in aviation which are not required

to be reported under the system of mandatory reporting, but which are perceived

by the reporter as an actual or potential hazard.

5.6 Voluntary reports presented to the CAA Nepal under paragraph (5.5) shall be

subjected to a process of non-identification by it where the person making the

report requests that his or her identity is not recorded on the databases.



SECTION C



APPENDIX-1


Mandatory Occurrence Report Form

(To be filled by Airline Operator and its technical personnel)

AIRCRAFT TYPE & SERIES* REGISTRATION* DATE (dd/mm/yyyy)* TIME OF EVENT* UTC

DAY*

NIGHT*

TWILIGHT*

OPERATOR* LOCATION/POSITION* AIRCRAFT CATEGORY*

FLIGHT NO. ROUTE FROM* ROUTE TO* FL ALT/HT (ft) lAS (kt) IFR

VFR

TCAS RA* ETOPS*

YES NO YES NO

NATURE OF FLIGHT*: FLIGHT PHASE*:

ENVIRONMENTAL DETAILS*

WIND* CLOUD* PRECIPITATION* OTHE METEOROLOGICAL CONDITIONS* RUNWAY STATE*

DIR. SPEED (kt)

TYPE HT (ft)

VISIBILITY* ICING* TURBULENCE* OAT*

("C)

km m

CATEGORY LOCATION INDICATOR (ICAO indicator of the airport)*

BRIEF TITLE*

DESCRIPTION OF OCCURRENCE*

Any procedures, manuals,

publications (AIC, AD, SB etc.)

directly relevant to occurrence and

(where appropriate) compliance

state of aircraft, equipment or

documentation.

GROUND STAFF REPORT

A/C Manufacturer’s S/N* ENGINE TYPE/

SERIES*

ETOPS APPROVED* GROUND PHASE MAINTENANCE ORGANIZATION

TEL.

YES NO

MAINTENANCE GROUND HANDLING

UNATTENDED

COMPONENT/PART MANUFACTURER PART NO. SERIAL NO.

REFERENCES: e.g. MANUAL COMPONENT OVERHAUL OR REPAIR ORGANIZATION

ORGANIZATION AND APPROVAL REFERENCE* NAME* POSITION*

SIGNATURE* DATE (dd/mm/yyyy)*

If report is voluntary (i.e.

not subject to mandatory

requirements) can the

information be published

in the interests of safety?

YES

NO

Address and tel. no.

(if reporter wishes to be

contacted privately)

NOTE 1: If additional information, as below, is available, please

provide information and tick the appropriate note below.

NOTE 2: If the occurrence is related to a design or manufacturing

deficiency, the State of Design and Type Certificate holder should

also be advised promptly.

NOTE 3: Where applicable, a report of this incident should be

forwarded directly to other agencies involved. e.g. Supplementary

Type Certification Holder


SECTION C



REPORTING ORGANIZATION REPORT*

(ORGANIZATION COMMENTS- ASSESSMENT/ACTION TAKEN/SUGGESTIONS TO PREVENT)

(Use additional sheet if necessary.)

RISK CLASSIFICATION* AIRCRAFT DAMAGE SEVERITY* NUMBER OF INJURIES ON

GROUND (FATAL, SERIOUS,

MINOR)*

NUMBER OF INJURIES ON

AIRCRAFT (FATAL, SERIOUS,

MINOR)*

UTILIZATION- AIRCRAFT* UTILIZATION- ENGINE/COMPONENT* MANUFACTURER

ADVISED* TOTAL SINCE

OVERHAUL/

REPAIR

SINCE

INSPECTION

TOTAL SINCE

OVERHAUL/

REPAIR

SINCE

INSPECTION

YES

NO HOURS HOURS

CYCLES CYCLES

LANDINGS LANDINGS

REPORTING ORGANIZATION*

E-MAIL:

TEL.

FAX.

REPORTER'S

REF

REPORT* REPORTER'S INVESTIGATION* FDR DATA RETAINED*

NEW

SUPPL

NIL CLOSED OPEN

YES

NO

NAME* POSITION* TEL.*

E-MAIL* SIGNATURE* DATE (dd/mm/yyyy)*

Note: * Mandatory Field which needs to be completed.


SECTION C



CHAPTER C.13

RADIO STATIONS

1. GENERAL

1.1 Airborne radio station comprises all airborne equipment for communication

and navigation of the aircraft and includes radio and radar equipments,

associated permanent wiring, fuses, circuit breakers, connectors and aerials

1.2 This chapter prescribes minimum standards for the installation, inspection,

testing and repair of airborne radio station.

1.3 The items of an airborne radio station comprise aircraft components as

defined in these requirements and are therefore subject to all requirements

pertaining to the maintenance of components. The maintenance of radio

equipment and systems shall be specified in the approved Maintenance

Program for the aircraft and all minor maintenance performed on the radio

station shall be recorded and certified in the aircraft logbook or Technical

(Flight) Log.

2. INSTALLATION REQUIREMENT

2.1 Airborne radio station equipments and systems which are listed in the Type

Certificate Data Sheets are automatically approved by the issue of a

Nepalese Type Acceptance Certificate. Any subsequent alternations, such as

the deletion or addition of particular equipments or systems comprise

modifications and are subject to the requirements of NCAR Chapter C.5.

2.2 Any radio equipment installed additional to, or in lieu of, the radio equipment

listed in the Type Certificate Data Sheet must conform to approved design

requirements. The following requirements are hereby approved by the

Director General:

a) Section R, Sub section R.3 or British Civil Airworthiness Requirements

and its amendments.

b) Part 37, "Technical Standard Order Authorizations", of the Federal

Aviation Regulations of the United States of America and its amendments.

c) "Minimum Operational Characteristics" of the Radio Technical

Commission for Aeronautics, United States of America and its

amendments.


SECTION C



d) Air Navigation Order 103.21 "Equipment Standards Radio Communication

and Navigation Equipment", Department of Transport, Australia and its

amendments.

2.3 The Director General may approve radio equipment designed to standards

other than these listed in 2.2. An applicant for approval of such equipment

must submit a detailed design specification with the application.

2.4 Any additional radio equipment installed in an aircraft must be installed in

accordance with Chapters R4-2, R4-3, R4-4, and R4-5 of British Civil

Airworthiness Requirements and its amendments or other equivalent

requirements approved by the Director General.

2.5 Each airborne radio station is required to be licensed. The Ministry of

Communication approves the frequencies at which the station may operate,

and the CAA Nepal issues the licence as required by the Convention.

2.6 The Mobile Radio Station Licence as given in Form C.13.2 of Appendix-2 of

this Chapter must be carried onboard the aircraft.

3. RADIO MAINTENANCE REQUIREMENTS

3.1 The Maintenance Program for the aircraft in which the radio station is

installed shall specify for each radio equipment or system the periodic

maintenance to be performed. If the equipment or system is to be maintained

"On Condition" the Maintenance Program shall specify the intervals between

the tests required to establish the condition, and the type of tests to be made.

The maintenance circumstance in which components should be overhauled

or bench tested.

3.2 Minor maintenance included in the Maintenance Program should normally

include the following:

a) Communication transceivers, including associated wiring, fuses, circuit

breakers, connectors and aerials:

Inspect for security and satisfactory operation, including AGC (automatic

gain control), squelch, modulation and VSWR (voltage standing wave

ratio) as per manufacturer’s instructions.

b) Radio navigation systems, including radio and radar equipment,

associated wiring, fuses, circuit breakers, connectors and aerials:


SECTION C



Inspect for security and satisfactory operation (using appropriate test

equipment) as per manufacturer instruction.

c) Automatic direction finding (ADF) installations requiring periodic swings:

Check swing whenever the loop aerial is changed, whenever the magnetic

compass receives a non-routine swing (after a lightning strike, engine

change, etc.) and as per Manufacturers instruction.

3.3 Major maintenance included in the Maintenance Program should normally

include the following:

Removal of all mandatory equipments as per manufacturers instruction

unless otherwise specified by the manufacturer for bench testing and

rectification of any measured degradation of performance.

3.4 Every airborne radio station shall be maintained in such a manner that no

harmful interference is caused to other systems of the aircraft or to any other

radio station. In this context harmful interference means any emission,

radiation or induction which degrades, obstructs or repeatedly interrupts a

radio-communication or radio navigation service.

4. RECORDING AND CERTIFICATION

4.1 The removal or installation of any radio or radar equipment shall be recorded

and certified in the aircraft logbook.

4.2 Minor maintenance of radio stations may be recorded and certified in either

the Technical (Flight) Log or the aircraft Logbook.

4.3 Major maintenance of radio or radar equipments may be recorded in the

aircraft logbook if the equipments are to be replaced in the same aircraft,

otherwise it shall be recorded on appropriate work sheets and a label

identifying the relevant work sheets be attached to each equipment.

5. Issue of Radio Station Licence Certificate

5.1 For the issue of Radio Station Licence Certificate, an applicant shall apply in

writing on application Form C.13.1 (Appendix-1 of this Chapter) to the

Director General along with application for issuance of Certificate of

Airworthiness.


SECTION C



5.2 The application shall include the copy of Certificate of Registration of the

aircraft; and aircraft radio equipment list defined in respective manual.

5.3 For the revision of aircraft radio equipment list, applicant shall include the

added equipment list with supporting document of modification performed.

5.4 The Director General shall issue a Radio Station Licence upon receipt of an

application for the same when satisfied that the conditions of this paragraph

5.1. 5.2 & 5.3 are met.

5.5 The validity of Radio Station Licence certificate shall be of two years.



SECTION C




Application for Radio Station Licence

A. Owner Details

1. Owner Name:

2. Owner Address:

B. Operator Details

1. Operator Name:

2. Operator Details:

C. Aircraft Details

1. Aircraft Registration Marks:

2. Aircraft Type:

3. Aircraft Model:

4. Maximum Take- off Weight in Kg:

D. Aircraft Equipment Details

1. Tick All Appropriate Types with Details

Tick Equipment Name Manufacturer Type/Model

Automatic Direction Finder (ADF)

Area Navigation (VOR)

Distance Measuring Equipment (DME)

Air Traffic Control (ATC) Transponder

High Frequency Communication (HF)

Very High Frequency Communication

(HF)

Global Positioning System

Marker

EGPWS

ACAS/TCAS

Weather Radar

Radio Altimeter

ELT

ELT Survival

Satellite Communication

Wireless Aircraft System (Wi-Fi)

Mobile Communication on Aircraft


SECTION C



2. Other or Additional Equipment (Please Specify here)

E. Declaration

By signing this form, I confirm that I have read and understood all the notes. Any

information provided is correct and complete to the best of my knowledge and I

have the authority to make this declaration and sign this application.

I understand and accept that:

I will be responsible for compliance with the licence and has the control and supervision

of the station;

It may be an offence knowingly to make a false statement in support of this application;

Full Name:

Position in Organization:

Signature of Applicant:

Date of Application:


SECTION C





Certificate Radio Station Licence

This Licence has been issued to operate Mobile Radio Station on board Nepalese

Registered aircraft according to aeronautical usages.

Any change in equipment should immediately be notified to this office.

……………………..… ………………………..…

Date of Issue Signature

RENEWAL & EXTENSIONS



SECTION C




Attachment to the Form C.13.2 – Certificate Radio Station Licence

1. Holder of Radio Station Licence

2. Registration Mark

3. Type & Model of Aircraft

4. Date of Issue

5. Date of Revision

6. Revision Number

RADIO EQUIPMENT SPECIFICATIONS

Equipment Name Manufacturer Type/ Model

Automatic Direction Finder (ADF)

Area Navigation (VOR)

Distance Measuring Equipment (DME)

Air Traffic Control (ATC) Transponder

High Frequency Communication (HF)

Very High Frequency Communication (HF)

Global Positioning System

Marker

EGPWS

ACAS/TCAS

Weather Radar

Radio Altimeter

ELT

ELT Survival

Satellite Communication

Wireless Aircraft System (Wi-Fi)

Mobile Communication on Aircraft

Any other (Please Specify)


SECTION C



CHAPTER C.19

CONTINUING AIRWORTHINESS MAINTENANCE REQUIREMENTS FOR CAT II

AND/OR CAT III AIRWORTHINESS APPROVAL

1. INTRODUCTION

i) In order to ensure safe operations even during poor weather/poor visibility condition,

individuals aircraft deployed for carrying out Cat II or Cat IIIA operations shall

require to be specifically approved by CAA Nepal

ii) This chapter of NCAR is issued for information, guidance and compliance by

operations seeking approval for Cat II or Cat IIIA operations. It provides an

acceptable means but not the only means for obtaining airworthiness and

maintenance approval of each aircraft for Cat II and Cat IIIA operations and low

visibility takeoff.

2. GENERAL REQUIREMENTS

i) The aircraft shall have been certified for Cat II/Cat IIIA operations by the regulatory

authority of the country of manufacture.

ii) Each operator seeking approval of aircraft, for Cat II/Cat IIIA operations shall

comply with the requirements in respect of Manuals, Instruments, Equipments &

Maintenance and Training for each type of aircraft for which approval is sought.

iii) The instruments and equipment required for Cat II/Cat IIIA operations for each type

and model of the aircraft shall be listed by the operator in the manual prepared for

obtaining CAA Nepal approval for above operations.

iv) Operator and contract maintenance personnel including mechanics, maintenance

controllers, avionics technicians, personnel performing maintenance inspection or

quality assurance, or other engineering personnel if applicable, should receive initial

and recurrent training as necessary for an effective program.

3. APPLICATION FOR APPROVAL OF CAT II AND CAT III OPERATIONS

Each operator seeking approval of aircraft for Cat II/Cat IIIA operations shall comply with

the requirements in respect of Manuals, Instruments, Equipments & Maintenance and

Training.

The operator intending to carry out Cat II/Cat IIIA operations shall submit application on

a prescribed format for approval of Cat II/Cat IIIA operations. The format of the

application is given in Form C.19.1 (Appendix-1) to this Chapter.


SECTION C



4. CAT II/CAT IIIA OPERATIONS MANUAL

i) The operator seeking Cat II/Cat IIIA operations approval shall prepare a Cat II/ Cat

IIIA operations Manual for each type of aircraft. Any amendment to the approved

manual requires CAA Nepal approval.

ii) The manual must contain the registration number, make and model of the aircraft to

which it applies, detailed procedures instruction, limitations and maintenance

program to ensure continued serviceability, accuracy, reliability, characteristics In

case of failures and degree of redundancy of the systems necessary for the Cat II/

Cat IIIA operations and shall be approved by CAA Nepal.

iii) The manual shall also contain a flight schedule for checking the performance of the

aircraft in case the aircraft has not performed Cat II/ Cat IIIA operations for a period

of thirty days.

5. APPROVAL OF INSTRUMENTS AND EQUIPMENT

a) General

Before presenting an aircraft for approval of Cat II/ Cat IIIA operations, it must be

shown by furnishing necessary documents that since the beginning of the 12th

calendar month before the date of submission, the following checks had been

carried out:-

i) The ILS localizer and glide slope equipment shall have been bench checked

according to the Manufacturer’s Stipulations.

ii) The altimeters and the static pressure systems shall have been tested and

inspected in accordance with the procedure given in Appendix-2 of this Chapter

or as per manufactures recommendations or any other equivalent procedure

acceptable to CAA Nepal.

iii) All other instruments and items of equipment required for Cat II/ Cat IIIA

operations shall have been maintained bench checked as per manufactures

requirements.

b) Flight Control Guidance System

All components of flight control guidance system must have been approved for Cat

II/ Cat IIIA operations as applicable under type or supplemental type certification

procedures. In addition, subsequent changes to make, model or design of these

components must be approved by regulatory authority of the country of manufacture.

Related systems or devices such as the auto throttle and computed missed


SECTION C



approach guidance system must be approved in the same manner, if they are to be

used for Cat II/ Cat IIIA operations.

c) Radio Altimeter

A radio altimeter must meet the performance criteria as specified in “ Minimum

performance standards – Airborne Low Range Radar Altimeter “ given in RTCA/DO-

155 dated 1.11.1974 and any subsequent amendments issued thereafter from time

or manufacture’s requirements for Cat II/ Cat IIIA operations or any other procedure


d) The Operator shall ensure that any modification to systems and components

approved for Cat II/ Cat IIIA operations are not affected when incorporating software

changes, service bulletins, etc. Any change to system, components shall have been

approved by the manufacturer and the regulatory authority of the country of

manufacture.

6. MAINTENANCE PROGRAM

Unless otherwise approved by CAA Nepal, each operator should have an approved

continuous airworthiness maintenance program should typically include any necessary

provisions to address lower landing, minima (LLM) or low visibility takeoff in accordance

with the operator’s intended operation and the manufactures recommended

maintenance program, MRB requirements or equivalent requirements, or any

subsequent CAA Nepal designated requirements (e.g., AD’s; mandatory service

bulletins). Emphasis should be on maintaining and ensuring total performance,

accuracy, availability, reliability and integrity for the intended operations consists with

the Maintenance Review Board (MRB) or equivalent requirements.

7. MAINTENANCE PROGRAM PROVISIONS

The maintenance program should be compatible with an operator’s organisation and

ability to implements and supervise the program. Maintenance personnel should be

familiar with the operators approved program their individual responsibilities in

accomplishing that program, and availability of any resources within or outside of the

maintenance organisation that may be necessary to assure program effectiveness

(e.g., getting applicable information related to the manufacture’s recommended

maintenance program, getting information referenced in this AIM such as service

bulletin information).

Provision for low visibility operations may be addressed as a specific program or may be

integrated with the general maintenance program.


SECTION C



Regardless whether the maintenance program is integrated or is designated as a

specific program for Lower Landing Minima (LLM), the maintenance program should at

least contain the following:

a) A list of each instrument and item of equipment required for Cat II/ Cat IIIA

operations.

b) A maintenance schedule that provides for the performance of inspections under sub

paragraph (e) of this paragraph within three calendar months after the date of the

previous inspection. The inspection must be performed by licensed AMEs/approved

persons, expect that each alternate inspection may be replaced by a functional flight

check. This functional flight check must be performed by a pilot holding at least a Cat

II/ Cat IIIA pilot authorization for the type of aircraft checked.

c) A maintenance schedule for the instrument and item of equipment as listed in Para

(a) that provides for bench check every 12 months in case the manufacturer has not

given any scheduled maintenance programme. However, in case the manufacturer

has provided a scheduled maintenance programme, the same may be followed.

d) A maintenance schedule that provides for the performance of a test and inspection

of each static pressure system in accordance with Appendix, e of FAR part 43 as

given in Appendix-2 to this chapter or any equivalent method acceptable to CAA

Nepal within 12 calendar months after the date of the previous test and the

inspection. However, in case the manufacturer has provided a scheduled

maintenance programme, the same may be followed.

e) The procedure for the performance of the periodic inspections and functional flight

checks to determine the ability of each listed instrument and item of equipment

specified in the manual of this requirements to perform as approved for Cat II or Cat

IIIA operations including a procedure for recording functional flight checks.

f) A procedure for assuring that the pilot is informed of all defects in listed instruments

and items of checks.

g) A procedure for assuring that the condition of each listed instrument and item of

equipment upon which maintenance is performed is at least equal to its Cat II or Cat

III A approval condition before it is returned to service for Cat II or Cat IIIA

operations.

h) A procedure for an entry in the maintenance records that shows the date, airport

indicating satisfactory Cat II & Cat IIIA approaches and reasons for each

unsatisfactory Cat II & Cat IIIA operations because of a malfunction of a listed

instrument or item of equipment. All such malfunctions shall be analyzed and


SECTION C



appropriate preventive action taken to avoid recurrence. The operator shall submit a

monthly return to the Flight Safety Standards Department, CAA Nepal, giving

required data of number of satisfactory/unsatisfactory approaches made in each

month and the total number of unscheduled removals of avionics components

required for Cat II & Cat IIIA operations.

i) A specific maintenance program established by the operator in order to be able to

check and demonstrate the full capability of the aircraft to perform Cat II & Cat IIIA

operations.

j) A reliability program developed/extended to monitor, track and control the

maintenance status of the aircraft to achieve successful Cat II & Cat IIIA landing.

k) A reliability program that shall establish a specific procedure to govern maintenance

capability of the operator to conduct Cat II & Cat IIIA operations in the following

conditions.

i) Confirmed defect with corrective action carried out.

ii) Unconfirmed defect but with corrective action

iii) Aircraft dispatch under MEL conditions.

iv) Unable to correct defect and not under MEL conditions.

v) Unable to perform the required test.

l) A procedure defining upgrading/downgrading capability so as to assist the dispatch

of aircraft. The dispatch policy shall be based on the minimum equipment list (MEL)

as it governs the basic criteria for operations. The dispatch criteria and status of

aircraft must be recorded in the tech log / flight report book with reference to MEL.

Any release of aircraft under MEL shall be intimated to the flight dispatch so that the

flight crew is aware of the current aircraft status and its capability for Cat II & Cat IIIA

operations while accepting the aircraft.

m) Whenever the aircraft is released under MEL a prominent placard shall be displayed

in the cockpit and provisions for release of the aircraft under MEL to be strictly

adhered to.

n) A procedure to revise and update the maintenance program.

o) A method identify, record or designate personnel currently assigned responsibility in

managing the program, performing the program, maintaining the program,


SECTION C



performing quality assurance for the program. This includes identification of any

contractor or sub-contractor organisations, or where applicable, their personnel.

p) Verification should be made of the lower landing minima systems and configuration

status for each aircraft brought into the maintenance or lower minimum program.

Unless otherwise accepted by CAA Nepal, each aircraft should meet relevant criteria

specified by the applicable aircraft manufacturer or avionics manufacturer for

associated systems and equipment (e.g., Valid TC, appropriate STC records and

compliance, assessment of status of any engineering orders, AD’s, service bulletins

or other compliance).

q) Identification of modifications, additions, and changes which were made to quality

aircraft systems for the intended operation or minima, if other than as specified in the

AFM, TC, or STC.

r) Identification of additional maintenance requirements and logbook entries necessary

to change minima status.

s) Any discrepancy reporting, procedures that may be unique to the low visibility

program. If applicable, such procedures should be compatibly described in

maintenance documents and operations documents.

t) Procedures which identify, monitor and report lower minimum system and

component discrepancies for the purpose of quantity control and analysis.

u) Procedures which define, monitor and report chronic and repetitive discrepancies.

v) Procedures which ensure aircraft remain out of lower minimum status until

successful corrective action has been verified for chronic and repetitive

discrepancies.

w) Procedures which ensure the aircraft system status is placarded properly and clearly

documented in the aircraft logbook, in co-ordination with maintenance control,

engineering, flight operations, and dispatch, or equivalent.

x) Procedures to ensure the downgrade of an aircraft low visibility capability status, if

applicable, when maintenance has been performed by persons other than those

trained, qualified, or authorised to use or approve procedures related to low visibility

operations.

y) Procedures for periodic maintenance of systems ground check, and systems flight

check, as applicable. For example, following a heavy maintenance, suitable checks

may need to be performed prior to return to service.


SECTION C



z) Provisions for an aircraft to remain in a specific low visibility capability status (e.g.,

Category II, Category III, Fail- Operational, Fail Passive) or other designated

operational status used by the operator.

aa) Provision should be made for periodic operational sampling of suitable performance.

Typically, at least one satisfactory approach should have been accomplished within

a specified period approved for that operator, unless a satisfactory system ground

check has been accomplished. A recording procedure for both satisfactory and

unsatisfactory results should be included. Fleet sampling is not typically acceptable

in lieu of specific aircraft assessment. Typically the least one satisfactory low

visibility system operational use, or a satisfactory systems, go around check, should

be accomplished within 30 days, for an aircraft to remain in Category III status. Any

extension to an aircraft sampling period limit beyond 30 days, or use of statical fleet

sampling should be consistent with the manufacturer’s current sampling

recommendations and be based on the demonstrated reliability of that operator’s

aircraft flight guidance system performance in service. Failure of an operator to

maintain an acceptable reliability record should result in timely and appropriate

remedial action and should lead to reconsideration of suitability of any sampling,

period extensions or fleet statistical sampling authorisations.

8. MAINTENANCE

i) Maintenance of the aircraft shall be carried out by an approved firm holding required

approval in accordance with the procedures, instructions and limitations contained

in the manual specifically prepared by the operator for Cat II/ Cat IIIA operations

and approved by CAA Nepal.

ii) The instruments & equipment required for Cat II/ Cat IIIA operations shall have been

inspected and maintained in accordance with the maintenance programme

contained in the approved manual.

iii) The operator shall ensure that tests, bench checks overhaul, snag rectification of

instruments and equipment listed in the manual are carried out by persons holding

current ratings. In case the work is carried out by an outside party the operator shall

ensure that such outside party is also approved by the regulatory authority of the

country where the party is located and CAA Nepal to undertake such work.

iv) Each operator shall keep a current copy of the manual prepared for Cat II/ Cat IIIA

operations at its principal base of maintenance and night halt stations.


SECTION C



9. TEST EQUIPMENT AND STANDARDS:

The operators shall submit a program for maintenance/ calibrations of line (RAMP) test

equipment, shop (bench) test equipment and listing of all primary and secondary standards

utilized during maintenance/ calibrations of such equipment which relates to Cat II/ Cat IIIA

operations. Traceability to a national standard or the manufacturers calibration standards

shall be maintained at all times. This shall be submitted to CAA Nepal for determination of

its adequacy. Emphasis be given to standards associated with ILS receivers, flight directors,

autopilot couplers, auto throttles and altimeter systems and maintenance techniques and

procedures of associated redundant systems.

10. TRAINING OF MAINTENANCE PERSONNEL

Each operator has to establish an initial and recurrent training program acceptable to CAA

Nepal for personnel performing maintenance work on Cat II/ Cat IIIA airborne systems and

equipment. Recurrent training shall be accomplished at least annually or when a person has

not been involved in the maintenance of aircraft approved for Cat II/ Cat IIIA operations. The

training shall include classroom and hands on aircraft training leading to a certification for

Cat II/ Cat IIIA approval. Training record of such personnel have to be kept current and

made available to CAA Nepal for inspection on demand.

The training should at least include, as applicable:

i) An initial and recurrent training program for appropriate operator and contract

personnel. Personnel considered to be included are maintenance personnel, quality

and reliability groups, maintenance control, and incoming inspection and stores, or

equivalent organisations. Training should include both classroom and at least some

“hand-on” aircraft training for those personnel who are assigned aircraft

maintenance duties. Otherwise, training may be performed in a classroom, by

computer-based training, in simulators, in an aeroplane or in any other effective

combination of the above consistent with the approved program and considered


ii) Subject areas for training, should include: operational concept, aircraft types and

systems affected, aircraft variants and differences where applicable, procedures to

be used, manual or technical reference availability and use, processes, tools or test

equipment to be used, quality control, methods for testing and return to service,

sign-offs required, proper Minimum Equipment List (MEL) application, general

information about where to get technical assistance, necessary co-ordination with

other parts of the operator’s organisation (e.g., flight operations, dispatch), and any

other maintenance programme requirements unique to the operator or the aircraft

types or variants flown (e.g., human factors considerations, problem reporting).


SECTION C



iii) Procedures for the use of outside vendors or verdor’s parts that ensures

compatibility to program requirements and for establishing, measures to control and

account for the overall Quality Assurance and Parts.

iv) Procedures to ensure tracking, and control of components that are “swapped”

between system for trouble shooting, when system discrepancies cannot be

duplicated. These procedures should provide for total system testing, and/or

removal of aircraft from lower minimum status.

v) Procedures to assess, track and control the accomplishment of changes to

components or systems pertinent to low visibility operations (e.g., AD’s; service

bulletins; engineering orders and CAA Nepal requirements)

vi) Procedures to record and report lower minimum operation(s) that are discontinued/

interrupted because of system(s) malfunction.

vii) Procedures to install, evaluate, control, and test system and component software

changes updates, or periodic updates.

viii) Procedures related to the minimum equipment list (MEL) remarks section use which

identify low visibility related systems and components, specifying limitations,

upgrading and downgrading.

ix) Procedures for identifying low visibility related components and systems as

“required inspection items” (RII), to provide quality assurance whether performed in-

house or by contract vendors.

11. ESCALATION OF MAINTENANCE CYCLE

Escalation of maintenance cycle of twelve calendar months for checks, tests and

inspections can be considered provided the operator provides necessary justification

with documentary proof for such proposal. In such cases the operator is required to

follow life development program as per manufacturer’s recommendation.

12. Approval accorded to operators shall be deemed to be invalid if any of the

requirements are not satisfied during the course of operation.

13. Notwithstanding the above, CAA Nepal may specify any additional requirements or

waive off any requirements if considered necessary.

CIVIL AVIATION AUTHORIY OF NEPAL


SECTION C





Application for CAT II/CAT IIIA Operations

1. Name of operator:

2. Aircraft type, model & registration number:

3. Whether certified for Cat II/Cat IIIA operations

(enclosed necessary documents)

4. Types of approval required: Cat II/Cat IIIA

5. List of equipment required for Cat II/Cat IIIA operations:

6. Enclose copy of the manual for Cat II/Cat IIIA operations:

7. Bench check status of the instruments and equipment required for Cat II/Cat IIIA

operations during last twelve months:

8. Training status of personnel for certifying Cat II/Cat IIIA instruments and equipment:

I hereby certify that the requirements as laid down in the NCAR Chapter C.19 for

obtaining maintenance approval for Cat II/Cat IIIA operation has been compiled with.

_________________ __________________ __________________

Date Signature Designation


SECTION C



Appendix-2

ALTIMETER SYSTEM TEST AND INSPECTION

Each person performing the altimeter system tests and inspections shall comply with the

following

1. Static pressure system

i) Ensure freedom from entrapped moisture and restrictions.

ii) Determine that leakage is within the tolerances established by the manufacturer or

as per FAR 23.1325.

iii) Determine that the static port heater, if installed, is operative.

iv) Ensure that no alternations or deformations of the airframe surface have been made

that would affect the relationship between air pressure in the static pressure system

and true ambient static air pressure for any flight condition.

2. Altimeter

2.1 Test by an appropriately rated repair facility in accordance with the following

subparagraphs. Unless otherwise specified, each test for performance may be

conducted with the instrument subjected to vibration. When tests are conducted

with the temperature substantially different from ambient temperature of

approximately 25 degrees C., allowance shall be made for the variation from the

specified condition

i) Scale Error

With the barometric pressure scale at 29.92 inches of mercury, the altimeter

shall be subjected successively to pressures corresponding to the altitude

specified in Table I up to the maximum normally expected operating altitude

of the airplane in which the altimeter is to be installed. The reduction in

pressure shall be made at a rate not in excess of 20,000 feet per minute to

within approximately 2,000 feet of the test point. The test point shall be

approached at a rate compatible with the test equipment. The altimeter shall

be kept at the pressure corresponding to each test point for at least 1 minute,

but not more than 10 minutes, before a reading is taken. The error at all test

points must not exceed the tolerances specified in Table1.

ii) Hysteresis

The hysteresis test shall begin not more than 15 minutes after the altimeter’s

initial exposure to the pressure corresponding to the upper limit of the scale

error test prescribed in subparagraph (i); and while the altimeter is at this

pressure, the hysteresis test shall commence. Pressure shall be increased at


SECTION C



a rate simulating a descent in altitude at the rate of 5,000 tp 20,000 feet per

minute until within 3,000 feet of the first test point (50 percent of maximum

altitude). The test point shall then be approached at a rate of approximately

3,000 feet per minute. The altimeter shall be kept at this pressure for at least

5 minutes, but not more than 15 minutes, before the test reading is taken.

After the reading has been taken, the pressure shall be increased further, in

the same manner as before, until the pressure corresponding to the second

test point (40 percent of maximum altitude) is reached. The altimeter shall be

kept at this pressure for at least 1 minute, but not more than 10 minutes,

before the test reading is taken. After the reading has been taken, the

pressure shall be increased further, in the same manner as before, until

atmospheric pressure is reached. The regarding of the altimeter at either of

the two test points shall not differ by more than the tolerance specified in

table II from the reading of the altimeter for the corresponding altitude

recorded during the scale error test prescribed in subparagraph (i).

iii) After Affect

Not more than 5 minutes after the completion of the hysteresis test prescribed

in subparagraph (ii), the reading of the altimeter (corrected for any change in

atmospheric pressure) shall not differ from the original atmospheric pressure

reading by more than the tolerance specified in table II.

iv) Friction

The altimeter shall be subjected to a steady rate decrease of pressure

approximating 750 feet per minute. At each altitude listed in table III, the

change in reading of the pointers after vibration shall not exceed the

corresponding tolerance listed in the table III.

v) Case Leak

The leakage of the altimeter case, when the pressure within it corresponds to

an altitude of 18, 0010 feet; shall not change the altimeter reading by more

than the tolerance, shown in table II.

vi) Barometric Scale Error

An constant atmospheric pressure, the barometric pressure scale shall be set

at each of the pressures (falling within its range of adjustment) that are listed

in table IV, and shall cause the pointer to indicate the equivalent altitude

difference shown in table IV with a tolerance of 25 feet.

2.2 Altimeters which are of the air data computer type with associated computer

systems, or which incorporate air data correction internally, may be tested in a


SECTION C



manner and to specifications developed by the manufacturer which are

acceptable to the administrator.

3. Automatic pressure altitude reporting equipment and ATC transponder system

integration test.

The test must be conducted by an appropriately rated person under the conditions

specified in paragraph (a), measure the automatic pressure altitude at the output of the

installed ATC transponder when interrogated on mode C at a sufficient number of test

points to ensure that the altitude reporting equipment, altimeters, and ATC transponders

perform their intended functions as installed in the aircraft. The difference between the

automatic reporting output and the altitude displayed at the altimeter shall not exceed

125 feet.

4. Records:

Comply with the provisions of this chapter as to content, form, and disposition of the

records. The person performing the altimeter tests shall record on the altimeter the date

and maximum altitude to which the altimeter has been tested and the persons approving

the airplane for return to service shall enter that data in the airplane log or other

permanent record.

(Refer FAR PART 43-7, 43-2)

TABLE 1 ALTITUDE V PRESSURE

ALTITUDE (FEET)

EQUIVALENT PRESSURE (INCHES IN MERCURY)

TOLERANCE + (FEET)

ALTITUDE (FEET)

EQUIVALENT PRESSURE INCHES IN MERCURY)

TOLERANCE+ (FEET)

-1000 31.018 20 12,000 19.029 90

0 29.921 20 14,000 17.577 100

500 29.385 20 16,000 16.216 110

1,000 28.856 20 18,000 14.942 120

1,500 28.335 25 20,000 13.750 130

2,000 27.821 30 22,000 12.636 140

3,000 26.817 30 25,000 11.104 155

4,000 25.842 35 30,000 8.885 180

6,000 23.978 40 35,000 7.041 205

8,000 22.225 60 40,000 5.538 230

10,000 20.577 80 45,000 4.335 255

50,000 3.425 280


SECTION C



TABLE II

Test Tolerance feet

Case Leak Test +100

Hysteresis Test 75

First Test Point (50% of max altitude 75

Second Test Point (40% of max altitude) 75

After Effect Test 30

TABLE III FRICTION

Altitude (feet) Tolerance (feet) Altitude (feet) Tolerance (feet)

1000 +70 20000 100

2000 70 25000 120

3000 70 30000 140

5000 70 35000 160

10000 80 40000 180

15000 90 50000 250

TABLE IV PRESSURE ALTITUDE DIFFERENCE

Pressure (inches of Hg) Altitude difference (feet)

28.10 -1727

28.50 -1340

29.00 -863

29.50 -392

29.92 0

30.50 +531

30.90 +893

30.99 +974


SECTION C



CHAPTER C.20

REQUIREMENTS FOR IMPLEMENTATION OF REDUCED VERTICAL SEPARATION

MINIMUM (RVSM)

1. GENERAL

1.1 RVSM airspace is any airspace or route where aircraft are separated by 1,000 ft

vertically, between FL 290 and FL 410, inclusive.

1.2 The requirements on installation and type relating to RVSM shall be in

accordance with the applicable part of Flight Operations Requirements.

2. APPROVAL REQUIREMENTS

2.1 Airspace where RVSM is applied should be considered special qualification

airspace. Both the individual aircraft and the specific aircraft type or types that

the operator intends to use will need to be approved by CAA Nepal before the

operator conducts flights in RVSM airspace. These Requirements shall be

complied with for the approval of specific aircraft type or types and for

airworthiness and operational approval.

2.2 Approval will encompass the following elements: -

a) Airworthiness aspects (including continued airworthiness).

b) Operational requirements.

c) Provision for height monitoring of operator's aircraft.

2.3 Operator shall apply for RVSM approval to Flight Safety Standards Department,

CAA Nepal.

2.4 On satisfactory compliance with the requirements given in this chapter, the

operator shall be given provisional approval for the specific aircraft. Approval

may be regularized after the aircraft meets the Height Monitoring Performance

using HMU/GMU.

3. AIRWORTHINESS APPROVAL OF AIRCRAFT

3.1 Each aircraft type that the operator intends to use in RVSM airspace should have

received RVSM airworthiness approval from the regulatory authority of country of

manufacture/ design including the approval of continued airworthiness program.

CAA Nepal shall accept such RVSM approval and grant airworthiness approval

to each aircraft on the compliance with the RVSM Data Packages.


SECTION C



3.2 RVSM Data Packages for each aircraft type/ group of aircraft shall be approved

by the regulatory authority of the state of design and may take the following form:

3.2.1 In-service Aircraft

i) Manufacturer’s Service Bulletin

ii) Aircraft Service Change

iii) Supplemental Type Certificates

iv) Airplane Flight manual

3.2.2 Aircraft manufactured as RVSM Complaint - AFM Statement of

Compliance.

3.3 The operator shall obtain approval from CAA Nepal for each individual aircraft

group and each individual aircraft to be used by the operator for RVSM

operations.

3.4 Each aircraft operated by Nepalese Air Operator Certificate holder shall have the

airworthiness and the operational approval from the CAA Nepal prior to it being

approved for use by the operator in RVSM environment.

3.5 Each aircraft shall receive approval for continued airworthiness program prior to it

being reviewed for operational approval. Inspection on RVSM requirements shall

be included in Operator’s Maintenance Program before RVSM approval is

granted for specific aircraft.

4. PROCEDURES FOR GRANT OF AIRWORTHINESS APPROVAL

4.1 Grant of RVSM airworthiness approval

4.1.1 New aircraft receive their RVSM airworthiness approval from the

competent authority of the state of design, issued on the basis of

performance and analytical data submitted supporting RVSM compliance.

Compliance with the RVSM criteria shall be stated in the Aircraft Flight

Manual including reference to the applicable build standard, related

conditions, and limitations. The maintenance and repair manuals will give

the associated airworthiness instructions.

4.1.2 In case of an aircraft in service, the Design Approval Holder shall submit

the performance and analytical data to the competent authority of the

state of design. The data shall be supplemented with the service bulletin


SECTION C



or its equivalent that identifies the work to be done to achieve the build

standard, continued airworthiness instructions, and an amendment to the

Aircraft Flight Manual stating related conditions and limitations.

Approval by the competent authority indicates acceptance of that aircraft

type and build standard as complying with the RVSM airworthiness

criteria.

4.1.3 The combination of performance and analytical data, service bulletin(s) or

equivalent, continued airworthiness instructions, and the approved

amendment or supplement to the Aircraft Flight Manual is known as the

RVSM approval data package.

4.1.4 For airworthiness approval of specific aircraft registered in Nepal, an

aircraft operator is required to apply to the CAA Nepal. The application

shall be supported by evidence that the aircraft has been inspected, and

where necessary, modified in accordance with applicable Service

Bulletins, and is of a type and build standard that meets the RVSM

airworthiness criteria. The operator shall also confirm that the continued

airworthiness instructions are available and that the approved Flight

Manual amendment or supplement has been incorporated.

Note: For RVSM airspace where an operational approval is prescribed,

airworthiness approval alone does not authorize flight in that

airspace.

4.2 Contents of the RVSM approval data package –

4.2.1 As a minimum, the data package shall consist of the following:

a) A statement of the aircraft group or non-group aircraft and applicable

build standard to which the data package applies.

b) Definition of the applicable flight envelope(s).

c) Data showing compliance with the performance criteria of Appendix II

and paragraph 6 of this chapter.

d) The procedures to be used to ensure that all aircraft submitted for

airworthiness approvals comply with RVSM criteria. These procedures

will include the references of applicable service bulletin and the

applicable approved aircraft flight manual amendment or supplement.

e) The maintenance instructions that ensure continued airworthiness for

RVSM approval.


SECTION C



4.3 Continued Airworthiness:

4.3.1 The following items shall be reviewed and updated as applicable to

RVSM:

a) The structural repair manual with special attention to the areas around

each static source, angle of attack sensors, and doors if their rigging

can affect air flow around the previously mentioned sensors.

b) The Master Minimum Equipment List (MMEL).

4.3.2 The data package shall include details of any procedures that are not

covered in above said para, but may be needed to ensure continued

compliance with RVSM approval criteria.

Examples follow -

a) For non-group aircraft where airworthiness approval has been based

on flight test, the continuing integrity and accuracy of the altimetry

system shall be demonstrated by ground and flight test of the aircraft

and its altimetry system at intervals to be agreed with CAA Nepal.

However, exemption from the flight test requirement may be granted if

it can be demonstrated that the relationship between any subsequent

airframe/system degradation and its effects on altimetry system

accuracy is understood and that it can be compensated or corrected.

b) In-flight defect reporting procedures shall be defined for identification

of altimetry system error sources. Such procedure shall cover

acceptable differences between primary and alternate static sources,

and others as appropriate.

c) For groups of aircraft, where approval is based on geometric

inspection, periodic re-inspection shall be necessary and the intervals

required should be specified.

4.4 Post Approval Modification

Any variation/modification from the initial installation that affects RVSM approval

should be referred to aircraft type design holder and accepted by CAA Nepal.

5. RVSM CONTINUED AIRWORTHINESS (MAINTENANCE)

5.1 General

5.1.1 The integrity of the design features necessary to ensure that altimetry

systems continue to meet RVSM approval criteria shall be verified by


SECTION C



scheduled tests and inspections in conjunction with an approved

maintenance program. The operator shall review its maintenance

procedures and address all aspects of continued airworthiness that may

be relevant.

5.1.2 Adequate maintenance facilities shall be available to enable compliance

with the RVSM maintenance procedures.

5.2 Maintenance Programs

Each operator requesting RVSM operational approval shall establish RVSM

maintenance and inspection practices acceptable to CAA Nepal that shall include

any required maintenance specified in the data package.

These practices shall be included in the operator's approved maintenance

programme.

5.3 Maintenance Documents:

The following manuals/documents shall be reviewed, as appropriate:

a) Maintenance Manuals.

b) Structural Repair Manuals.

c) Standard Practices Manuals.

d) Illustrated Parts Catalogues.

e) Maintenance Schedule.

f) MMEL/MEL.

5.4 Maintenance Practices:

5.4.1 The aircraft altimetry and height keeping equipment shall be maintained in

accordance with the manufacturer's approved procedures and servicing

schedules.

5.4.2 The operator's maintenance program shall include, for each aircraft type,

the maintenance practices stated in the applicable aircraft and component

manufacturers' maintenance manuals. In addition, attention shall be given

to the following items:

a) All RVSM equipment shall be maintained in accordance with the

aircraft and component manufacturers' maintenance instructions and

the performance criteria of the RVSM approval data package.


SECTION C



b) Any modification or design change, which in any way affects the initial

RVSM approval, shall be subject to a design review acceptable to

CAA Nepal.

c) Any repairs, not covered by approved maintenance documents, which

may affect the integrity of the continuing RVSM approval, e.g. those

affecting the alignment of pitot/static probes, repairs to dents or

deformation around static plates, shall be subject to a design review


d) Built-in Test Equipment (BITE) testing shall not be used for system

calibration unless it is shown to be acceptable by the aircraft

manufacturer/design organization, and with the agreement of the CAA

Nepal.

e) An appropriate system leak check (or visual inspection where

permitted) shall be accomplished following reconnection of a quick

disconnect static line.

f) Airframe and static systems shall be maintained in accordance with

the aircraft manufacturer's inspection standards and procedures.

g) To ensure the proper maintenance of airframe geometry for proper

surface contours and the mitigation of altimetry system error, surface

measurements or skin waviness checks will need to be made, as

specified by the aircraft manufacturer, to ensure adherence to RVSM

tolerances. These checks should be performed following repairs, or

alterations having an effect on airframe surface and airflow.

h) The maintenance and inspection program for the autopilot will need to

ensure continued accuracy and integrity of the automatic altitude

control system to meet the height keeping standards for RVSM

operations. This requirement will typically be satisfied with equipment

inspections and serviceability checks.

i) Whenever the performance of the installed equipment has been

demonstrated to be satisfactory for RVSM approval, the associated

maintenance practices shall be consistent with continued RVSM

approval. Examples of equipment to be considered are:

i) Altitude alerting

ii) Automatic Altitude Control System

iii) Secondary Surveillance Radar altitude reporting equipment

iv) Altimetry system


SECTION C



5.4.3 Action for non-compliance aircraft

Those aircraft positively identified as exhibiting height keeping

performance errors that require investigation, shall not be operated in

RVSM airspace until the following actions have been taken:

a) The failure or malfunction is confirmed and isolated; and

b) Corrective action is taken to comply with requirements for RVSM

approval.

5.4.4 Maintenance Training

Additional training may be necessary to support RVSM approval. Areas

needed to be highlighted for initial and recurrent training of relevant

personnel are:

a) Aircraft geometric inspection technique.

b) Test equipment calibration and use of that equipment.

c) Any special instruction or procedures introduced for RVSM approval.

5.4.5 Test Equipment

a) Test equipment should have the capability to demonstrate continuing

compliance with all the parameters established in the data package for

RVSM approval.

b) Test equipment should be calibrated using reference standards at

periodic intervals acceptable to CAA Nepal. The approved

maintenance program shall include an effective quality control

program with the attention to the following:

i) Definition of required test equipment accuracy.

ii) Regular calibrations of test equipment traceable to a master

standard. Determination of the calibration interval should be a

function of the stability of the test equipment.

The calibration interval should be established using historical data

so that the degradation is small in relation to the required accuracy.

iii) Regular audits of calibration facilities both in-house and outside.

iv) Adherence to approved maintenance practices.


SECTION C



v) Procedures for controlling operator errors and unusual

environmental conditions which may affect calibration accuracy.

6. CONDITIONS FOR REMOVAL OF AN RVSM APPROVAL

The incidence of height-keeping errors that can be tolerated in an RVSM environment is

very small. It is incumbent upon each operator to take immediate action to rectify the

conditions that caused the error. The operator should also report the event to the CAA

Nepal within 72 hours with initial analysis of causal factors and measures to prevent further

events. CAA will determine the requirement for follow up reports.

Errors which should be reported and investigated are:

TVE equal to or greater than ±300 ft (± 90 m),

ASE equal to or greater than ±245ft (±75 m), and

AAD equal to or greater than ±300 ft(±90m).

Height-keeping errors fall into two broad categories:

a) Errors caused by malfunction of aircraft equipment

b) operational errors.

An operator who consistently commits errors of either variety may be required to forfeit

authority for RVSM operations. If a problem is identified that is related to one specific aircraft

type, then RVSM approval maybe removed for the operator for that specific type.

Another condition for the removal of RVSM approval is the change of ownership of RVSM

approved aircraft. As part of the RVSM approval, CAA Nepal assesses the operator to

ensure that they have implemented the required programmes and procedures to ensure that

the integrity of RVSM is maintained –this cannot be transferred with the aircraft.

7. REMOVAL OR AMENDMENT OF AUTHORITY

CAA Nepal may amend Operations Specifications of the operator to revoke or restrict an

RVSM authorization if it is found that the operator is not complying, or is unable to comply

with the requirements of this chapter.



SECTION C



APPENDIX-1

Definitions

The following definitions are intended to clarify certain specialized terms used in this

advisory circular:

Automatic dependant surveillance – broadcast (ADS-B)

ADS-B is an on-board surveillance application that periodically transmits aircraft

parameters, such as identification, pressure altitude, position and position integrity, via a

broadcast data link that is available to any receiver, either airborne or ground-based, within

range of the transmitter.

Aircraft type groupings

Aircraft are considered to be members of the same group if they are designed and

assembled by one manufacturer and are of nominally identical design and build with respect

to all details which could influence the accuracy of height-keeping performance.

Altimetry system error (ASE)

The difference between the altitude indicated by the altimeter display (assuming a correct

altimeter barometric setting) and the pressure altitude corresponding to the undisturbed

ambient pressure.

Assigned altitude deviation (AAD)

The difference between the transponded altitude and the assigned altitude or flight level.

Non-compliant aircraft

An aircraft whose true absolute TVE, ASE or AAD is greater than the maximum acceptable

value for RVSM approved aircraft.

RVSM approval

The term used to describe the successful completion of the airworthiness approval and

operational approval.

Target level of safety (TLS)

A generic term representing the level of risk which is considered acceptable in particular

circumstances.

Total vertical error (TVE)

The vertical geometric difference between the actual pressure altitude flown by an aircraft

and its assigned pressure altitude (flight level).


SECTION C



APPENDIX-2

RVSM Monitoring

1. RVSM height monitoring programmes

A programme to monitor or verify aircraft height-keeping performance is considered a

necessary element of RVSM. RVSM monitoring programmes have the primary objective of

observing and evaluating aircraft height-keeping performance to gain confidence that

airspace users are applying the airplane/operator RVSM approval in an effective manner

and that an equivalent level of safety will be maintained.

1.1 Initial height validation monitoring

The RVSM airworthiness approval of an RVSM approval requires that the aircraft

and operator be involved in an RVSM initial height validation monitoring

programme. The initial height validation monitoring programme validates the

aircraft’s height performance for RVSM operations. For most aircraft types,

monitoring is not required to be completed prior to operational approval being

granted. The categories of monitoring are detailed below.

a) Aircraft type group approved aircraft (data indicates compliance with

RVSM MASPS)

Two airframes from each fleet of an operator are to be monitored as soon as

possible but not later than 6months after the issue of an RVSM approval.

b) Aircraft type group approved aircraft (insufficient data on approved

aircraft)

Sixty percent of airframes (roundup if fractional) from each fleet of an

operator are to monitor or individual monitoring, as soon as possible but not

later than six months after the issue of an RVSM approval.

c) Bespoke/non-group aircraft

One hundred percent of aircraft shall be monitored prior to the granting of an

RVSM approval.

Note: Contact with CAAACU is required to clarify/confirm that the operator’s

aircraft are in the appropriate category.

d) Aircraft status for monitoring

Aircraft engineering work required for the aircraft to receive RVSM

airworthiness approval must be completed prior to the aircraft being

monitored.

e) Monitoring of airframes that are RVSM compliant on delivery

If an operator adds new RVSM compliant airframes of a type for which it

already has RVSM approval, providing the operator has completed monitoring

requirements for the type, the new airframes are not required to be monitored


SECTION C



–except as targeted later date in the continued monitoring programme. If an

operator adds new RVSM compliant airframes of an aircraft type for which it

has not previously received RVSM approval, then the operator is to complete

monitoring in accordance with this Chapter.

f) Applicability of monitoring from other regions

Monitoring data obtained in conjunction with monitoring programmes from

other regions can be used to meet pacific monitoring requirements. PARMO

administers the monitoring programme in the FIRs for which it is responsible,

and has access to monitoring data from other regions and will coordinate with

states and operators to inform them on the status of individual operator

monitoring requirements.

1.2 Continued height monitoring programme

A requirement of the RVSM operational approval is that the operator establishes

a continued height monitoring programme. This programme is to ensure that a

minimum of two aircraft of each aircraft type grouping of the operator have their

height-keeping performance monitored, atleast once every two years or within

intervalsof1,000 flight hours per aircraft, whichever period longer. If an operator

aircraft type grouping consists of a single aeroplane, monitoring of that aeroplane

shall be accomplished within the specified period.

Note: A height-monitoring system based on global positioning satellites or an

earth-based system may fulfill this function.

Monitoring data for many regional monitoring programme established in

accordance with ICAO Annex 11, 3.3.5.2, may be used to satisfy the

requirement.

2. RVSM monitoring methods

There are multiple methods and agencies for performing RVSM height monitoring. There

are four categories.

a) Height monitoring units (HMUs)

In operation in Europe, US and Japan,

HMU is a ground-based system consisting of two main components –height

monitoring element (HME) and total vertical error monitoring unit (TMU).

i) The HME captures SSR transponder signals from aircraft replying to

interrogations from radar stations. The signals contain the information from mode

S and mode A/C transmissions. The HME determines the geometric height and

position of an aircraft by comparing the time of reception of the SSR transponder

signal sat different receiver locations. This information is transmitted o the TMU

as one plot per second. The data is collated by the TMU to create a track history

of the aircraft passing through the area of coverage. The track information is then

combined with meteorological data to evaluate the overall value for TVE.


SECTION C



ii) When completed, the monitoring process produces TVE, AAD and ASE readings

for each aircraft measured. This data is fed to the region’s monitoring agency.

Currently there are no HMUs in the pacific region but there are multiple HMUs

available in other regions. Contact CAA Nepal for further information.

b) Aircraft geometric height measurement elements (AGHMEs)

A ground-based height monitoring system in operation in the US and Canada,

The AGHME system does not require that any special monitoring devices be

installed on an aircraft in order that it is monitored. It is necessary, however, that the

aircraft have an operational mode S transponder. Straight and level flight through the

centre of the AGHME coverage area between FL290and FL410 is required. Contact

CAA Nepal for further information.

c) ADS-B height monitoring system (AHMS)

A ground-based height keeping performance monitoring system that utilises

geometric height data available from automatic dependant surveillance –broadcast

(ADS-B) equipped aircraft in order to calculate the ASE. Monitoring in air space

where a wide-area ADS-B network is available will not require an aircraft to

specifically overfly any specific AHMS site, as normal flight operation scan be

monitored on a continuous basis with no operational impact. The use of ADS-B as a

means to estimate ASE and comply with the ICAO Annex 6. ‘Continued height-

keeping monitoring requirements’ has been endorsed by ICAO. Currently, the use of

ADS-B for continued height-keeping monitoring purposes is operational in the US,

Australia, China and Asian RVSM regions. Contact CAA Nepal for further

information.

Note: ICAO has endorsed AHMS (ADS-B) as a means for continued height-keeping

monitoring. AHMS (ADS-B) is also a means to meet the initial validation

height-keeping monitoring requirements.

d) GPS monitoring units (GMU)

GMUs area portable aircraft-based height monitoring unit,

The GMU process requires straight and level flight between FL290 and FL410 where

the GMU provider or operator will monitor the aircraft’s height performance. The

GMU provider will then process the data by applying differential corrections to the

raw GPS data. They then submit it to PARMO where they determine the TVE. GMU

monitoring is conducted globally. Contact CAA Nepal for further information.

3. RVSM regional monitoring agencies (RMAs)

RMAs are agencies that ICAO has approved following the global implementation of

RVSM. These agencies ensure the safe use of specific airspace designated by regional

agreement by assessing how successfully the airspace meets the agreed TLS. The

target is determined by ICAO and depends on satisfactory aircraft height-keeping

performance and measurement of risk associated with operational errors. The

designated RMA for Nepal is MAAR (Aero Thai).

NEPALESE CIVIL AIRWORTHINESS REQUIREMENTS SECTION C



CHAPTER C.21

REQUIREMENTS FOR EXTENDED DIVERSION TIME OPERATIONS (EDTO) FOR

COMMERCIAL AIR TRANSPORT

1. GENERAL

This part lays down the requirements for the approval of Extended Diversion Time

Operations (EDTO) for commercial air transport. The purpose of initial ETOPS

requirements were to provide very high level of safety while facilitating the use of twin

engines on routes, which were previously restricted to three or four engine aeroplanes.

ETOPS has now evolved to EDTO (Extended Diversion Time Operations) to encompass

two or more engine aeroplanes and the intent of the current requirements to avoid a

diversion and if it occurs, to ensure that the diversion is safe. EDTO may be referred as

ETOPS in some documents (AFM etc.).

2. APPLICABILITY

2.1 This chapter is applicable to operators engaged in Commercial Air Transport

Operations beyond the threshold time established by CAA Nepal for EDTO

and lays down the minimum requirements for turbine aeroplanes transiting

oceanic areas or routes over land, registered in Nepal, and engaged in

EDTO. Operators shall not operate an aeroplane with two or more engines or

an aeroplane of MTOW more than 5700 kg beyond the threshold time unless

approved by CAA Nepal for EDTO.

2.2 To be eligible for EDTO the specified airframe/engine combination should

have been certificated to the Airworthiness Standards of Transport Category

aeroplanes by FAA or EASA or by any other regulatory authority acceptable

to CAA Nepal.

3. DEFINITIONS

Alternate Aerodrome - An aerodrome to which an aircraft may proceed when it

becomes either impossible or inadvisable to proceed to or to land at the aerodrome

of intended landing where the necessary services and facilities are available, where

aircraft performance requirements can be met and which is operational at the

expected time of use. Alternate aerodromes include the following:

Take-off alternate - An alternate aerodrome at which an aircraft would be able to

land should this become necessary shortly after take-off and it is not possible to use

the aerodrome of departure.

En-route alternate - An alternate aerodrome at which an aircraft would be able to

land in the event that a diversion becomes necessary while en-route.




Destination alternate - An alternate aerodrome at which an aircraft would be able to

land should it become either impossible or inadvisable to land at the aerodrome of

intended landing.

Extended diversion time operations (EDTO) - Any operation by an aeroplane with

two or more turbine engines where the diversion time to an en-route alternate

aerodrome is greater than the threshold time established by the CAA Nepal.

EDTO Entry Point - The first point on the route of an EDTO flight; determined using

a one-engine inoperative cruise speed under standard conditions in still air that is

more than the threshold from an en-route alternate airport for airplanes with two

engines and more than two engines.

EDTO critical fuel - The fuel quantity necessary to fly to an en-route alternate

aerodrome considering, at the most critical point on the route, the most limiting

system failure.

Note: Attachment D to ICAO Annex 6 Part I contains guidance on EDTO critical fuel scenarios.

EDTO-significant system - An aeroplane system whose failure or degradation

could adversely affect the safety particular to an EDTO flight, or whose continued

functioning is specifically important to the safe flight and landing of an aeroplane

during an EDTO diversion.

Isolated aerodrome - A destination aerodrome for which there is no destination

alternate aerodrome suitable for a given aeroplane type.

Maximum diversion time- Maximum allowable range, expressed in time, from a

point on a route to an en-route alternate aerodrome.

Point of no return - The last possible geographic point at which an aeroplane can

proceed to the destination aerodrome as well as to an available en-route alternate

aerodrome for a given flight.

Threshold time - The range, expressed in time, established by the State of the

Operator to an en-route alternate aerodrome, whereby any time beyond requires an

EDTO approval from the State of the Operator.

Note 1: The threshold time for EDTO established by CAA Nepal is 60 minutes for

two engine aeroplanes with maximum passenger seating capacity of more

than 19 passengers and maximum MTOW more than 45360 kgs and

scheduled operators with two engine aeroplanes irrespective of MTOW and

passenger capacity.


Non-scheduled operators (NSOPs) operating two engine aeroplanes with




maximum passenger seating capacity of 19 or less passengers and

maximum MTOW less than 45360 kgs.


more than two engine aeroplanes.

Auxiliary Power Unit (APU) - A gas turbine engine intended for use as a power

source for driving generators, hydraulic pumps and other aeroplane accessories,

equipment and/or to provide compressed air for aeroplane pneumatic system.

In - Flight Shutdown (IFSD) - When an engine ceases to function in flight and is

shutdown, whether self-induced, crew initiated or caused by some other external

influence (i.e. IFSD for all cases; for example due to flameout, internal failure, crew

initiated shutoff, foreign object ingestion, icing, inability to obtain and/or control

desired thrust etc.).

Propulsion System - A system consisting of power unit and all other equipment

utilized to provide those functions necessary to sustain, monitor and control the

power/thrust output of any one-power unit following installation on the airframe.

EDTO Configuration, Maintenance and Procedures (CMP) Standard - The

particular aeroplane configuration minimum requirements including any special

inspection, hardware life limits, master minimum equipment list constraints and

maintenance practices found necessary to establish the suitability of an airframe

engine combination for an EDTO.

4. GENERAL REQUIREMENTS FOR EXTENDED DIVERSION TIME OPERATIONS

(EDTO)

4.1 Unless the operation has been specifically approved by CAA Nepal an

aeroplane with two or more turbine engines shall not be operated on a route,

where the diversion time from any point on the route, calculated in ISA and

still air conditions at the one-engine inoperative cruise speed for aeroplanes

with two turbine engines and at the all-engine operating cruise speed for

aeroplanes with more than two turbine engines, to an en-route alternate

aerodrome exceeds a threshold time established for such operations by the

CAA Nepal.

Note1: When the diversion time exceeds the threshold time, the operation is

considered to be an extended diversion time operation (EDTO).

Note2: For the purpose of EDTO, the take-off and/or destination aerodromes

may be considered en-route alternate aerodromes.

4.2 The maximum diversion time, for an operator of a particular aeroplane type

engaged in extended diversion time operations shall be approved by CAA

Nepal.




Note: Guidance on the conditions to be used when converting diversion times

to distances are contained in Attachment D to ICAO Annex 6 Part I.

4.3 When approving the appropriate maximum diversion time for an operator for a

particular aeroplane type engaged in extended diversion time operations, CAA

Nepal shall ensure that:

a) for all aeroplanes: the most limiting EDTO significant system time

limitation, if any, indicated in the Aeroplane Flight Manual (directly or by

reference) and relevant to that particular operation is not exceeded; and

b) for aeroplanes with two turbine engines: the aeroplane is EDTO certified.

4.4 Notwithstanding the provisions in Para 4.3 above, CAA Nepal may, based on

the results of a specific safety risk assessment conducted by the operator

which demonstrates how an equivalent level of safety will be maintained,

approve operations beyond the time limits of the most time-limited system.

The specific safety risk assessment shall include at least the

a) capabilities of the operator;

b) overall reliability of the aeroplane;

c) reliability of each time limited system;

d) relevant information from the aeroplane manufacturer; and

e) specific mitigation measures

4.5 For aeroplanes engaged in EDTO, the additional fuel required by FOR shall

include the fuel necessary to comply with the EDTO critical fuel scenario as

established in this NCAR.

4.6 A flight shall not proceed beyond the threshold time in accordance with Para

4.1 above unless the identified en-route alternate aerodromes have been re-

evaluated for availability and the most up to date information indicates that,

during the estimated time of use, conditions at those aerodromes will be at or

above the operator’s established aerodrome operating minima for the

operation. If any conditions are identified that would preclude a safe approach

and landing at that aerodrome during the estimated time of use, an alternative

course of action shall be determined.

4.7 CAA Nepal shall, when approving maximum diversion times for aeroplanes

with two turbine engines, ensure that the following are taken into account in

providing the overall level of safety intended by the provisions of ICAO Annex

8:

a) Maturity and reliability of the propulsion system;




b) airworthiness certification for EDTO of the aeroplane type; and

c) EDTO maintenance program.

Note: The Airworthiness Manual (Doc 9760) contains guidance on the

level of performance and reliability of aeroplane systems

5. EDTO SPECIAL REQUIREMENTS

5.1 In addition to the standard flight planning and execution requirements, flights

undertaking EDTO require special considerations as below;

5.1.1 Operational approval to conduct EDTO

While approving an operator with a particular aeroplane type for

extended diversion time operations, CAA Nepal will establish an

appropriate threshold time and approve a maximum diversion time and

in addition to the requirements previously set forth in this NCAR,

ensure that:

a) specific operational approval is granted by CAA Nepal;

b) the operator’s past experience and compliance record is

satisfactory and the operator establishes the processes necessary

for successful and reliable extended diversion time operations and

shows that such processes can be successfully applied throughout

such operations;

c) the operator’s procedures are acceptable based on certified

aeroplane capability and adequate to address continued safe

operation in the event of degraded aeroplane systems;

d) the operator’s crew training programme is adequate for the

proposed operation;

e) documentation accompanying the authorization covers all relevant

aspects; and

f) it has been shown (e.g. during the EDTO certification of the

aeroplane) that the flight can continue to a safe landing under the

anticipated degraded operating conditions which would arise from:

i) the most limiting EDTO significant system time limitation, if

any, for extended diversion time operations identified in the

Aircraft Flight Manual directly or by reference; or

ii) total loss of engine generated electric power; or

iii) total loss of thrust from one engine; or




iv) any other condition which CAAN considers to be equivalent in

airworthiness and performance risk.

5.1.2 Maintenance programme

Each operator’s maintenance programme shall ensure that:

a) the titles and numbers of all airworthiness modifications, additions

and changes which were made to qualify aeroplane systems for

extended diversion time operations are provided to CAA Nepal;

b) any changes to maintenance and training procedures, practices or

limitations established in the qualification for extended diversion

time operations are submitted to CAA Nepal before such changes

are adopted;

c) a reliability monitoring and reporting programme is developed and

implemented prior to approval and continued after approval;

d) prompt implementation of required modifications and inspections

which could affect propulsion system reliability is undertaken;

e) procedures are established which prevent an aeroplane from

being dispatched for an extended diversion time operation after

engine shutdown or EDTO significant system failure on a previous

flight until the cause of such failure has been positively identified

and the necessary corrective action is completed. Confirmation

that such corrective action has been effective may, in some cases,

require the successful completion of a subsequent flight prior to

dispatch on an extended diversion time operation;

f) a procedure is established to ensure that the airborne equipment

will continue to be maintained at the level of performance and

reliability required for extended diversion time operations; and

g) a procedure is established to minimize scheduled or unscheduled

maintenance during the same maintenance visit on more than one

parallel or similar EDTO significant system. Minimization can be

accomplished by staggering of maintenance tasks, performing

and/or supervising maintenance by a different technician, or

verifying maintenance correction actions prior to the airplane

entering an EDTO threshold.

h) a procedure (through cockpit placard/external marking) is

established to indicate to maintenance and flight crew EDTO

status of the aeroplane.




i) Necessary special maintenance requirements for EDTO Operation

are included in the Maintenance Program

Note: The maintenance considerations applicable to extended

diversion time operations are provided in the Airworthiness

Manual (Doc 9760).

5.1.3 Propulsion system reliability

The operator should establish firm criteria as to what action has to be

taken when adverse trend in propulsion system conditions are

detected. When the propulsion system IFSD (computed on 12 month

rolling average) exceeds 0.05/1000 engine hours for a 120 minute

operation or exceeds 0.02/1000 engine hours for a 180 minutes

operation, an immediate evaluation should be accomplished and a

report on problems identified and corrective action taken must be

forwarded to CAA Nepal to consider additional corrective action or

operational restriction. Further the operator should compile necessary

data on propulsion system reliability which should include;

a) A list of all engine shutdown events both on ground and in flight

(excluding normal training events) for all causes including flame

out.

b) Unscheduled engine removal rate and summary.

c) Total engine hours and cycles.

d) Mean time between failures of propulsion system components that

affect reliability.

e) IFSD rate based on 6 and 12 months rolling average.

f) Any other relevant data.

5.1.4 EDTO significant systems

a) EDTO significant systems may be the aeroplane propulsion system

and any other aeroplane systems whose failure or malfunctioning

could adversely affect safety particular to an EDTO flight, or whose

functioning is specifically important to continued safe flight and

landing during an aeroplane EDTO diversion.

b) Many of the aeroplane systems which are essential for non-

extended diversion time operations may need to be reconsidered

to ensure that the redundancy level and/or reliability will be

adequate to support the conduct of safe extended diversion time

operations.




c) The maximum diversion time shall not exceed the value of the

EDTO significant system limitation(s), if any, for extended diversion

time operations identified in the Aircraft Flight Manual directly or by

reference, reduced with an operational safety margin specified as

15 minutes by CAA Nepal.

d) When planning or conducting, extended diversion time operations,

an operator and pilot in command, shall ensure that:

i) when planning an EDTO flight, the minimum equipment list, the

communications and navigation facilities, fuel and oil supply,

en-route alternate aerodromes or aeroplane performance, are

appropriately considered;

ii) if an aeroplane engine shutdown, proceed to and land at the

nearest (in terms of the least flying time) en-route alternate

aerodrome where a safe landing can be made; and

iii) in the event of a single or multiple failure of an EDTO significant

systems or systems (excluding engine failure), proceed to and

land at the nearest available en-route alternate aerodrome

where a safe landing can be made unless it has been

determined that no substantial degradation of safety results

from any decision made to continue the planned flight.

Note: If no more than one engine is shut down for an aeroplane

with more than two engines, the pilot-in-command may

elect to continue beyond the nearest en-route alternate

aerodrome (in terms of time) if he determines that it is

safe to do so. In making this decision the pilot-in-

command should consider all relevant factors.

5.1.5 Aeroplane performance data

An operator shall not dispatch an airplane on an EDTO flight unless it

makes performance data available to its flight crewmembers and

dispatchers that support all phases of EDTO operations, including

divert scenarios. This performance data will contain the following

information:

a) Detailed one-engine inoperative performance data including fuel

flow for standard and nonstandard atmospheric conditions, which

should be demonstrated as a function of airspeed and power

setting, where appropriate. This data will cover:

i) Driftdown (includes net performance);




ii) Cruise altitude coverage including 10,000 feet;

iii) Holding; and

iv) Altitude capability (includes net performance).

b) Detailed all-engine-operating performance data, including nominal

fuel flow data, for standard and nonstandard atmospheric

conditions, which should be demonstrated as a function of airspeed

and power setting, where appropriate. This data will cover:

i) Cruise altitude coverage including 10,000 feet; and

ii) Holding.

c) Details of any other conditions relevant to EDTO that can cause

significant deterioration of performance, such as ice accumulation

on the unprotected surfaces of the airplane, RAM Air Turbine

(RAT) deployment, and thrust reverser deployment if such data is

available.

5.1.6 EDTO critical fuel

An aeroplane with two engines engaged in EDTO operations should

carry enough fuel to fly to an en-route alternate aerodrome. This

EDTO critical fuel corresponds to the additional fuel that may be

required to as per FOR. The following shall be considered, using the

anticipated mass of the aeroplane, in determining the corresponding

EDTO critical fuel:

a) No operator may dispatch or release for flight or takeoff a turbine

engine-powered airplane in EDTO unless, considering wind and

other weather conditions expected, it has enough fuel to satisfy

paragraphs (i) through (iv) below:

i) The greater amount of fuel sufficient to fly to an en-route

alternate under the following three scenarios:

1. Assuming a rapid decompression at the most critical point

followed by descent to a safe altitude in compliance with the

oxygen supply requirements, or

2. At the approved one-engine inoperative cruise speed

assuming a rapid decompression and a simultaneous engine

failure at the most critical point followed by descent to a safe

altitude in compliance with the oxygen supply requirements,

or




3. At the approved one-engine inoperative cruise speed

assuming an engine failure at the most critical point followed

by descent to the one-engine inoperative cruise altitude.

ii) Upon reaching the alternate, hold at 1,500 ft above field

elevation for 15 minutes and then conduct an instrument

approach and land.

iii) Add a 5 percent wind speed factor (that is, an increment to

headwind or a decrement to tailwind) on to the actual forecast

wind used to calculate fuel in paragraph (i) above to account for

any potential errors in wind forecasting. If an operator is not

using the actual forecast wind based on a wind model

acceptable to the CAA Nepal, the airplane must carry 5 percent

of the fuel required for paragraph (i) above, as reserve fuel to

allow for errors in wind data. A wind aloft forecast distributed

worldwide by the World Area Forecast System (WAFS) is an

example of a wind model acceptable to the CAA Nepal.

iv) After completing the calculation in paragraph (iii), compensate

in paragraph (i) above with additional fuel for the greater of the

following scenarios:

1. The effect of airframe icing during 10 percent of the time

during which icing is forecast (including ice accumulation on

unprotected surfaces, and the fuel used by engine and wing

anti-ice during this period). Unless a reliable icing forecast is

available, icing may be presumed to occur when the total air

temperature at the approved one-engine cruise speed is

less than +10 degrees Celsius, or if the outside air

temperature is between 0 degrees Celsius and -20 degrees

Celsius with a relative humidity of 55 percent or greater.

2. Fuel for engine anti-ice, and if appropriate wing anti-ice, for

the entire time during which icing is forecast.

b) Unless the operator has a program established to monitor

aeroplane in-service deterioration in cruise fuel burn performance,

and includes in fuel supply calculations fuel sufficient to

compensate for any such deterioration, increase the final

calculated fuel supply by 5 percent to account for deterioration in

cruise fuel burn performance.

c) If the APU is a required power source, then its fuel consumption

must be accounted for during the appropriate phases of flight.




d) In computing the EDTO critical, advantage may be taken of drift

down computed at the approved one-engine inoperative cruise

speed. Accounting of wing anti-ice as in paragraph (a)(iv) above

may apply to some models of aeroplane based on their

characteristics and the manufacturer's recommended procedures.

Note1: For aeroplanes with more than two engines simultaneous

engine failure and depressurization or depressurization

alone, whichever is more limiting will be considered.

Note2: The speed selected for the all-engine-operative diversion

(i.e. depressurization alone) may be different from the

approved one-engine-inoperative speed used to

determine the EDTO threshold and maximum diversion

distance;

Note3: The speed selected for the one-engine-inoperative

diversions (i.e. engine failure alone and combined engine

failure and depressurization) should be the approved one-

engine-inoperative speed used to determine the EDTO

threshold and maximum diversion distance;

5.1.7 Operational control

Operational control refers to the exercise by the operator of

responsibility for the initiation, continuation, termination or diversion of

a flight.

5.1.8 Flight dispatch

Flight dispatch procedures refer to the method of control and

supervision of flight operations. This does not imply a specific

requirement for approved flight dispatchers or a full flight following

system. In applying the general flight dispatch requirements, particular

attention should be paid to the conditions which might prevail any time

that the operation is beyond threshold time to an en-route alternate

aerodrome, e.g. systems degradation, reduced flight altitude, etc. For

compliance with the requirement at least the following aspects must be

considered:

a) identify en-route alternate airports;

b) ensure that prior to departure the flight crew is provided with the

most up-to-date information on the identified en-route alternate

aerodromes, including operational status and meteorological

conditions and, in flight, make available means for the flight crew

to obtain the most up-to-date weather information;




c) methods to enable two-way communications between the

aeroplane and the operator’s operational control centre;

d) ensure that the operator has a means to monitor conditions along

the route.

e) planned route including the identified alternate airports and ensure

that procedures are in place so that the flight crew are advised of

any situation that may affect the safety of flight;

f) ensure that the intended route does not exceed the established

aeroplane threshold time unless the operator is approved for

EDTO operations;

g) pre-flight system serviceability including the status of items in the

minimum equipment list;

h) communication and navigation facilities and capabilities;

i) fuel requirements;

j) availability of relevant performance information for the identified

en-route alternate aerodrome(s); and

k) aerodrome rescue and fire fighting service (RFFS). One category

below the aeroplane RFFS category, but not lower than RFFS

Category 4 must be available at each aerodrome listed as an en-

route alternate aerodrome in a dispatch or flight release. for

aeroplanes with maximum certificated take-off mass of over 27

000 kg or not lower than Category 1 for all other aeroplanes,

under the condition that aerodrome is in operation (applicable

within Nepal) and for outside Nepal at least 30 minutes notice will

be given to the aerodrome operator prior to the arrival of the

aeroplane provided the State of Authority approved/accepted.

l) The following items must be listed in the dispatch or flight release

for all EDTO flights;

i) EDTO alternates; and

ii) The authorized EDTO diversion time under which the flight is

dispatched or released.

5.1.9 Operational procedures

Operating procedures refer to the specification of organization and

methods established to exercise operational control and flight dispatch

procedures in the appropriate manual(s) and should cover at least a




description of responsibilities concerning the initiation, continuation,

termination or diversion of each flight as well as the method of control

and supervision of flight operations

In addition, an operator shall develop unique EDTO flight crew

procedures for each of the flight operations requirements pertaining to

EDTO covered in these requirements. These procedures should be

contained in the applicable manual or information provided to the flight

crew. The manual or information provided to the flight crew should also

contain procedural information necessary to interface with EDTO

maintenance requirements such as;

a) Fuel crossfeed valve operational check (if applicable);

b) Special EDTO MEL requirements;

c) APU in-flight start procedures (if applicable);

d) Engine Condition Monitoring (ECM) data recording procedures;

and

e) In-flight verification of EDTO significant systems.

5.1.10 Training

Training program refers to the training for flight crew and flight

dispatchers in operations and maintenance personnel for maintenance

programmes. Training programmes for flight crew and flight

dispatchers should ensure requirements of are complied with such as

but not limited to:

a) route qualification;

b) flight planning and preparation;

c) concept of extended diversion time operations;

d) criteria for diversions; and

e) diversion decision making.

Note: Details of training and evaluation are given at Paragraph 10

of this requirement.

5.1.11 Enroute alternates

Aerodrome(s) to which an aircraft may proceed in the event that a

diversion becomes necessary while en-route, where the necessary

services and facilities are available, where aircraft performance




requirements can be met, and which are expected to be operational if

required, need to be identified any time that the operation is beyond

the threshold to an en-route alternate aerodrome.

Operations conducted by aeroplanes with two turbine engines require

that prior to departure and in flight, the meteorological conditions at

identified en-route alternate aerodromes will be at or above the

aerodrome operating minima required for the operation during the

estimated time of use (planning minima for dispatch and authorized

operating minima in flight).

In addition to the en-route alternate aerodrome provisions described

above the following apply:

a) for route planning purposes, identified en-route alternate

aerodromes need to be located at a distance within the maximum

diversion time from the route and which could be used if

necessary; and

b) in extended diversion time operations, before an aeroplane

crosses its threshold time during flight, there should always be an

en-route alternate aerodrome within the approved maximum

diversion time whose conditions will be at or above the operator’s

established aerodrome operating minima for the operation during

the estimated time of use.

If any conditions, such as weather below landing minima, are

identified that would preclude a safe approach and landing at that

aerodrome during the estimated time of use, an alternative course

of action should be determined such as selecting another en-route

alternate aerodrome within the operator’s approved maximum

diversion time.

During flight preparation and throughout the flight the most up-to-

date information should be provided to the flight crew on the

identified en-route alternate aerodromes, including operational

status and meteorological conditions.

Note: En-route alternate aerodromes may also be the take-off

and/or destination aerodromes.

For the purpose of converting diversion times to distances, an

“approved one-engine-inoperative (OEI) speed” or “approved all-

engine-operative (AEO) speed” is any speed within the certified

flight envelope of the aeroplane.




For determining whether a point on the route is beyond threshold

time (60/90 minutes for a twin engine aeroplane as applicable and

120 minutes for an aeroplane with more than two engines) to an

en-route alternate, the operator should select an approved one-

engine-inoperative (OEI) speed or an approved all-engine-

operative (AEO) speed, as the case may be. The distance is

calculated from the point of the diversion followed by cruise for

60/90/120 minutes as the case may be, in ISA and still air

conditions. For the purposes of computing distances, credit for

drift down may be taken.

5.1.12 Minimum equipment list (MEL)

The operator is required to submit its MEL, designed in accordance

with the Master Minimum Equipment List (MMEL), appropriate to the

requested level of EDTO. An operator's MEL may be more restrictive

than the MMEL, considering the kind of EDTO proposed and the

equipment and service problems unique to the operator. System

redundancy levels appropriate to EDTO should be reflected in the

MMEL. Systems considered to have a fundamental influence on flight

safety may include, but are not limited to the following:

a) Electrical, including battery,

b) Hydraulic,

c) Pneumatic,

d) Flight instrumentation,

e) Fuel,

f) Flight control,

g) Ice protection,

h) Engine start and ignition,

i) Propulsion system instruments,

j) Navigation and communications,

k) Auxiliary power units,

l) Air conditioning and pressurization,

m) Cargo fire suppression,

n) Emergency equipment, and

o) Any other equipment necessary for EDTO




5.1.13 Communications Equipment (VHF/HF, Data Link, Satellite

Communications)

For all routes where voice communication facilities are available, the

communication equipment required by operational requirements

should include at least one voice-based system. At normal conditions

of propagation and normal one engine inoperative cruise altitude,

reliable two-way voice communications between aeroplane and

appropriate ATC unit over the planned route should be available.

6. EDTO OPERATIONAL APPROVAL – IN SERVICE EXPERIENCE METHOD

6.1 General

6.1.1 An in-service experience program is one method of obtaining EDTO

operational approval. As a prerequisite to obtaining any operational

approval, the operator needs to show that an acceptable level of

propulsion system reliability has been achieved in service by the world

fleet for that particular airplane-engine combination. The operator also

should obtain sufficient maintenance and operation familiarity with the

particular airplane-engine combination. Each operator requesting

approval to conduct EDTO by the in-service method should have

operational experience appropriate to the operation proposed.

6.1.2 The following paragraphs contain requirements for requisite in-service

experience. These may be reduced or increased following review and

concurrence on a case-by-case basis by CAA Nepal. Any reduction or

increase in in-service experience requirements will be based on an

evaluation of the operator's ability and competence to achieve the

necessary reliability for the particular airplane-engine combination in

EDTO. For example, a reduction in in-service experience may be

considered for an operator who can show extensive in-service

experience with a related engine on another airplane that has

achieved acceptable reliability. In contrast, an increase in in-service

experience may be considered for those cases where heavy

maintenance has yet to occur and/or abnormally low number of take-

offs have occurred.

6.2 75/90 minutes operation

Approval to carry out EDTO with 75 minutes diversion time may be granted by

CAA Nepal to an operator with minimal or no in-service experience with

particular airframe engine combination. This approval will be based on such

factors as the proposed areas of operation, the operators demonstrated ability

to successfully introduce aircraft into operation, and the quality of the

proposed maintenance and operation program. Special case by case




operational approval may be granted beyond 75 minutes diversion time (in

steps of 15 minutes) with limited evaluation of service experience at the time

of the application. For this approval, the service experience of Airframe-

engine combination may be less than 2,50,000 hours in the world fleet.

6.3 More than 75/90 minutes - 120 minutes operation

Each operator requesting approval to conduct EDTO with a maximum

diversion time of 120 minutes (in still air) should have minimum of 12

consecutive months of operational in service experience with the specified

airframe engine combination. Normally the accumulation of at least 2,50,000

engine hours in the world fleet (not necessarily on a particular airframe) will

be necessary before the proposal is considered. Where the engine

experience on another type of aeroplane is applicable to the candidate

aeroplane, the candidate aeroplane should normally obtain a significant

portion of the 2,50,000 engine hrs. experience. This number of engine hours

may be reduced if sufficient data is available to prove reliability of the engine.

In the event that a particular engine is derived from an existing engine the

required operational experience is subject to establishing the degree of

hardware commonalties and operating similarities.

6.4 More than 120 minutes - 180 minutes operation

Each operator requesting approval for maximum diversion time of 180

minutes (in still air) should have held current approval for 120 minutes, EDTO

for a minimum period of 12 months with a corresponding high level of

demonstrated propulsion system reliability.

6.5 Procedure for seeking approval for EDTO (In Service Method)

Any operator requesting approval for EDTO should submit the request with

the supporting data to CAA Nepal at least three months prior to the proposed

start of EDTO with the specific airframe/engine combination. Each operator

requesting approval to conduct EDTO should have operational in service

experience as given above appropriate to the operation proposed. This data

shall include the details of compliance of modifications, additions and

changes in the maintenance practices, which were made to qualify the

aeroplane system for EDTO. It should also be shown that an acceptable level

of propulsion system reliability has been achieved in service by the world fleet

for that particular airframe-engine combination. The operator must obtain

sufficient maintenance and operations familiarity with the particular airframe

engine combination in question before seeking approval.

Each applicant/operator for EDTO approval should show that the particular

airframe/engine combination is sufficiently reliable. Systems required for




EDTO should be shown by the operator to be continuously maintained and

operated at levels of reliability appropriate for intended operation.

EDTO approval of an aeroplane by the manufacturer/Regulatory Authority of

the country of manufacture is normally reflected by a statement in the

approved Aircraft Flight Manual (AFM) / Type Certificate Data Sheet (TCDS)

or

Supplemental Type Certificate (STC), which specifies the Configuration,

Maintenance and Procedures (CMP) Standard requirements for suitability.

The CMP standards shall be of latest revision. The standards and its revisions

may require priority actions to be implemented before the next EDTO flight

and other actions to be implemented according to a schedule acceptable to

CAA Nepal.

6.6 Application for approval

An applicant seeking approval for EDTO shall submit the proposal on the

prescribed application given in Form C.21.1 shown in Appendix- 1 of this

chapter. The operator should further furnish details of the

procedure/instructions and methodology for continued capability to adhere to

conditions laid down at the time of grant of approval in a separate EDTO

Manual for use by personnel involved in EDTO. Any amendment to the EDTO

manual requires CAA Nepal approval.

6.7 Contents of the EDTO manual

EDTO Manual should include procedures and guidelines for the maintenance

program and other requirements for EDTO. In addition, all EDTO

requirements, including supportive programs, procedures, duties and

responsibilities including actions to be taken in case of adverse trend,

including IFSD rate, reliability level etc. should be identified and documented.

This manual should be submitted two months in advance to CAA Nepal

before seeking approval of EDTO flight. The operator should lay special

emphasis on the following program: -

a) Oil Consumption program: The operators oil consumption program should

reflect manufacturer recommendations and be sensitive to oil

consumption trends. It should consider the amount of oil added at the

departing EDTO stations with reference to the running average

consumption i.e. the monitoring must be continuous up to and including oil

added at the EDTO departure stations. Routine quality control checks and

SOAP check where applicable to make and model of aircraft should be

included in the program. If the APU is required for EDTO operation it

should be added to the oil consumption program.




b) Engine Condition Monitoring: This program should describe the

parameters to be monitored, method of data collection and corrective

action process. This monitoring shall be used to detect deterioration at an

early stage to allow for corrective action before safe operation is affected.

This program should ensure that engine limit margins are maintained so

that a prolonged single engine diversion may be conducted without

exceeding approved engine limits at all approved power levels and

expected environmental conditions.

c) Reliability Program: An EDTO reliability program shall be developed by

the operator or the existing reliability program supplemented. This

program should be designed for early identification and prevention of

EDTO related problems as the primary goal. This program should be

event oriented and incorporate reporting and rectification procedures for

significant events detrimental to EDTO flight. This information should be

readily available for use by the operator and CAA Nepal to help establish

that the reliability level is adequate and to assess the operators

competence and capability to safely continue EDTO. The operator shall

intimate CAA Nepal within 72 hours as per NCAR Chapter C.9 the

following reportable events;

i) In flight shut downs.

ii) Diversion or turn back.

iii) Uncommented power changes or surges.

iv) Inability to control the engine or obtain desired power.

v) Problems with systems critical to EDTO.

vi) Any other event detrimental to EDTO.

The report should identify the following:-

a) The aircraft identification including make and serial number.

b) Engine identification make and serial number.

c) Total time, cycles and time since last shop visit.

d) For systems, time since overhaul or last inspection of the defective

unit.

e) Phase of flight

f) Corrective action




d) The APU installation, if required, for EDTO, should meet all the

requirements necessary to demonstrate its ability to perform the intended

functions and if certain EDTO necessitate in flight start and run of the APU

after prolonged cold soaking, it must be substantiated that the APU has

adequate reliability for that operation.

e) Propulsion System Monitoring: The operator shall lay down actions to be

taken when adverse trends in propulsion system conditions are detected.

When the IFSD exceeds 0.05/1000 engine hours for 120-min operation or

exceeds 0.02/1000 engine hours for a 180-minute operation, an

immediate evaluation shall be accomplished with the problem identified

and corrective action taken. CAA Nepal shall be provided with information

in this regard.

f) Aeroplane dispatch and verification procedures: Procedures and

centralized control processes should be established which would preclude

an aeroplane’s being dispatched for EDTO after propulsion system

shutdown or primary aircraft system failure on a previous flight, or

significant adverse trends in system performance, or engine/major engine

module without appropriate corrective action having been taken.

Confirmation of such action as being appropriate may, in some cases,

require successful completion of verification in a flight. Such verification

may be accomplished in a non-revenue flight or a revenue flight with non-

EDTO. This verification flight can be combined with regular EDTO

revenue flight provided verification phase is documented as satisfactorily

completed upon reaching the EDTO entry point.

g) Maintenance Training: The operator should evolve a maintenance-training

program for all the maintenance engineers engaged in the maintenance of

aircraft approved for EDTO focussing on the special nature of EDTO. This

program shall be included in the normal maintenance-training program.

The object of this program is to ensure that all personnel involved in

EDTO are provided with the necessary training on the special nature of

EDTO maintenance requirements.

h) EDTO Parts Control Program: The operator shall evolve a program that

ensures that proper parts and configuration are maintained for satisfactory

EDTO operation while borrowing / procuring/ pooling parts. The

programme. should also cover those parts used during repair or overhaul

to maintain the necessary EDTO configuration.

i) Aircraft Performance Monitoring: The continued airworthiness program

should cover Aircraft Performance Monitoring to assess any degradation

in the aircraft performance. This monitoring programme should form part

of EDTO manual.




j) Sub-Contract Maintenance: When maintenance is sub-contracted, the

operator must ensure that;

i) The maintenance personnel of the sub-contractor involved are

qualified for EDTO.

ii) All airworthiness flight dispatch procedures and additional

maintenance requirements as identified in the operators maintenance

system manual is complied with.

k) Centralized Control Process: The operator conducting EDTO (regardless

of the size of its EDTO fleet) must have a centralized entity responsible for

monitoring of the EDTO maintenance activities. The certificate holder

must develop and clearly define in its EDTO maintenance document

specific procedures, duties, and responsibilities for involvement of their

centralized maintenance control personnel in their EDTO operation.

7. EDTO OPERATIONAL APPROVAL – ACCELERATED METHOD

7.1 General

An operator may initiate EDTO when the operator establishes the processes

necessary for successful and reliable EDTO operations and proves to CAA

Nepal that such processes can be successfully applied throughout the

applicant's EDTO operations. This may be achieved by thorough

documentation and analysis of processes and process validation, or

demonstration on another airplane/validation (as described under process

validation in this section, below) or a combination of these processes.

7.2 EDTO Processes

The airplane-engine combination for which the operator is seeking

accelerated EDTO operational approval must be EDTO (ETOPS) type design-

approved (except for two-engine EDTO at 75-minute) and be capable of

operating at a satisfactory level of reliability before commencing EDTO. The

operator seeking accelerated EDTO operational approval must demonstrate

to CAA Nepal that it has an EDTO program in place that consists of all the

following applicable EDTO process elements:

a) The applicable process elements defined as the EDTO maintenance

and operations requirements in this NCAR.

b) Documentation of the following elements as appropriate:

i) Technology new to the operator and significant difference in primary

and secondary power (engines, electrical, hydraulic, and pneumatic)




systems between the airplanes currently operated and the two-engine

airplane for which the operator is seeking EDTO operational approval.

ii) The plan to train flight and maintenance personnel to the differences

identified in the maintenance subparagraph above.

iii) The plan to use proven manufacturer-validated training and

maintenance and operations manual procedures relevant to EDTO for

the two-engine airplane for which the operator is seeking accelerated

EDTO operational approval.

iv) Changes to any previously proven validated training, maintenance or

operations manual procedures used in previous non-EDTO operations

or in previous EDTO with a different airplane-engine combination

and/or geographic area of operations. Depending on the nature and

extent of any changes, the operator may be required to provide a plan

for validating such changes.

v) The validation plan for any additional operator unique training and

procedures relevant to EDTO.

vi) Details of any EDTO program support from the airframe manufacturer,

engine manufacturer, other operators or any other outside person.

vii) The control procedures when maintenance or flight dispatch support is

provided by an outside person as described above.

7.3 Process validation methodology

a) Paragraph 7.2 (a) identifies those process elements that should be proven

before EDTO approval is granted by CAA Nepal under the accelerated

EDTO approval program. For a process to be considered proven the

process should first be defined. Typically, this will include a flow chart

showing the various elements of the process. Roles and responsibilities of

the personnel who will be managing this process should be defined

including any training requirement. The operator should demonstrate that

the process is in place and functions as intended. The operator may

accomplish this by thorough documentation and analysis, or by

demonstrating on an aeroplane, that the process works and consistently

provides the intended results. The operator should define the necessary

evaluation duration to validate the process and also show that a feedback

loop exists to illustrate need for revision of the process, if required, based

on in-service experience.

b) Normally the choice to use or not to use demonstration on an aeroplane

as a means of validating individual processes should be determined by the

operator. Process validation may be done with the airframe-engine




combination that will be used in EDTO. It can also be done with a different

aeroplane type from that for which EDTO approval is being sought,

including an aeroplane with more than two engines, if it can be shown that

the particular airplane-engine combination in the operator's EDTO

program is not necessary to validate a process. With sufficient preparation

and dedication of resources, such validation may not be necessary to

assure processes that produce acceptable results. However, if the plan

proposed by the operator to prove processes is determined by CAA Nepal

to be inadequate or the plan does not produce acceptable results,

validation of the processes with an aeroplane will be required.

c) If an operator currently is conducting EDTO with a different airplane-

engine combination, it may be able to document that it has proven EDTO

processes in place with only minimal further validation required. If the

operator has similar non-EDTO operations and can simulate or

demonstrate proven EDTO processes in such operations, credit can be

given for such successful evaluations. In either case, the operator should

demonstrate that the means are in place to assure equivalent results with

the airplane-engine combination being proposed for EDTO operational

approval. The following elements may aid in justifying a reduction in the

validation requirement of EDTO processes:

i) Experience with other airframes and/or engines,

ii) Previous EDTO experience,

iii) Experience with long range, overwater operations with two-, three-,

or four-engine airplanes, and

iv) Experience gained by flight crewmembers and maintenance and

flight dispatch personnel while working with other EDTO-approved

operators.

7.4 Procedure for seeking approval for EDTO (Accelerated Method)

The operator seeking accelerated EDTO operational approval should submit

an Accelerated EDTO operational approval plan to the CAA Nepal six months

before the proposed start of EDTO. This will provide sufficient time for the

operator and the CAA Nepal to validate the effectiveness of all EDTO process

elements ("proven process"). The operator's application for EDTO should:

a) State the EDTO time category requested. Define proposed routes and the

EDTO diversion time necessary to support these routes and the

aeroplane-engine combination to be flown.

b) Define processes and related resources being allocated to initiate and

sustain EDTO operations in a manner that demonstrates commitment by




management and all personnel involved in EDTO maintenance and

operational support.

c) Provide a documented plan for compliance with requirements listed in this

section for Accelerated EDTO.

d) Define Review Gates. A review gate is a milestone- tracking plan to allow

for the orderly tracking and documentation of specific provisions of this

NCAR. Each review gate should be defined in terms of the process

elements to be validated. Normally, the review gate process will start six

months before the proposed start of EDTO and should continue until at

least six months after the start of EDTO. The review gate process will help

ensure that the proven processes comply with the provisions of this NCAR

and are capable of continued EDTO operations.

7.5 Validation of process elements

When the operators accelerated EDTO plan receives approval by CAA Nepal

(AID and FOD), a validation of the process elements of the accelerated EDTO

plan should begin. Close coordination between the operator and the CAA

Nepal is necessary for a successful validation of the EDTO plan. All process

elements required should be validated:

a) Before the start of the validation of the process elements, the following

information should be part of the Accelerated EDTO plan submitted to the

CAA Nepal:

i) Validation periods, including start dates and proposed completion

dates.

ii) Definition of airplane(s) to be used in the validation. List should include

registration numbers, manufacturer and serial number and model of

the airframes and engines.

iii) Description of the areas of operation (if relevant to validation

objectives) proposed for validation and actual EDTO.

iv) Definition of designated EDTO validation routes. The routes should be

of duration necessary to ensure process validation occurs.

b) Process validation reporting. The operator should compile results of

EDTO process validation. The operator should:

i) Document how each element of the EDTO process was utilized during

the validation.

ii) Document any shortcomings with the process elements and measures

in place to correct such shortcomings.




iii) Document any changes to EDTO processes that were required after

an IFSD, unscheduled engine removals, or any other significant

operational events.

iv) When there is concurrence between the operator and the CAA Nepal

that a process element has been successfully proven, the review gate

should be closed and confirmation documented.

v) Provide periodic process validation reports to the CAA Nepal. This

should be addressed during the review gates.

c) The operator should include a final review gate prior to final EDTO

approval that is the validation flights described in the FOR. This review

gate should ensure that all EDTO processes have been proven.

d) Any validation program should address the following:

i) The operator should show that it has considered the impact of the

EDTO validation program with regard to safety of flight operations. The

operator should state in its application any policy guidance to

personnel involved in the EDTO process validation program. Such

guidance should clearly state that EDTO process validation exercises

should not be allowed to adversely impact the safety of operations

especially during periods of abnormal, emergency, or high cockpit

workload operations. It should emphasize that during periods of

abnormal or emergency operation or high cockpit workload EDTO

process validation exercises may be terminated.

ii) The validation scenario(s) should be of sufficient frequency and

operational exposure to validate maintenance and operational support

systems not validated by other means.

iii) A means must be established to monitor and report performance with

respect to accomplishment of tasks associated with EDTO process

elements. Any recommended changes to EDTO maintenance and

operational process elements should be defined.

7.6 Final approval for accelerated EDTO

At the successful completion of the operator's accelerated EDTO validation

program all process elements should have been validated and appropriate

review gates closed. Report of a successful completion of review gates will be

forwarded to Director General. FSSD. Upon final concurrence and approval

from Director General, the applicant should forward to the CAA Nepal a plan

for final validation flights to be conducted over proposed routes in the EDTO

area of operation and in the airframe-engine combination listed in the

operator's application. This CAA Nepal witnessed EDTO validation flight or




flights will be conducted in accordance with FOR. The purpose of these flights

is for the operator to demonstrate to the CAA Nepal that it has the

competence and capability to safely conduct and adequately support the

intended EDTO operation.

8. CONTINUED AIRWORTHINESS PROGRAM

8.1 Operators intending to carry out EDTO, should have the ability to maintain

aeroplane in a continuous state of airworthiness and adhere to the well-

defined programs and procedures.

8.2 The basic maintenance program for the aeroplane being considered for

EDTO is the continued airworthiness maintenance program currently

approved for that operator. This will cover the particular model airframe

engine combination.

The Continued Airworthiness program should contain the standards, guidance

and direction necessary to support the intended operations. The maintenance

personnel involved in effecting this program should be made aware of the

special nature of EDTO and have the knowledge, skills and ability to

accomplish the requirement of the program. EDTO maintenance requirements

will be approved as supplemental requirements. The operator should adhere

to a policy of avoiding maintenance by the same maintenance staff on both

units of a dual system or on similar system which is critical to EDTO

operation, such as engines during a single maintenance visit. (e.g. fuel control

change on both engines.)

However at outstations a single maintenance crew action may be verified by

suitable ground tests including BITE tests, functional checks or operational

checks etc.

8.3 EDTO related tasks should be identified on the operators routine work

procedures and related instructions.

8.4 The operator should develop EDTO maintenance checks to ensure that the

status of the aeroplane and critical items related to EDTO operations are

acceptable. This check should be accomplished and certified by an EDTO

qualified maintenance person prior to an EDTO flight.

8.5 The operator shall develop a program for prompt implementation of

modifications and inspections, which could affect propulsion system reliability.

8.6 Minimum Equipment List (MEL): The operators should develop MEL for

EDTO operations which may be more restrictive than MMEL considering the

nature of operation proposed and service problems that may be encountered

and unique to the operator.




8.7 Technical Flight log should be reviewed and documented as appropriate to

ensure proper MEL procedures deferred items, maintenance checks and that

system verification procedure has been properly performed.

8.8 A separate defect report should be submitted to the CAA Nepal on all defects

experienced on EDTO sectors as soon as practicable.

8.9 Procedure to be established to ensure that the airborne equipment will

continue to be maintained at the level of performance and reliability required

for EDTO.

9. OPERATIONS SPECIFICATIONS

An operator’s aircraft should not be operated on an EDTO flight unless approved by

CAA Nepal for both maintenance and operations and endorsed on the Air Operators

Certificate (AOC) as part of the operations specifications. The operators shall,

therefore, evolve an Operations Specification for EDTO, which should cover at least

the following before seeking approval;

a) Airframe-engine combination

b) Authorised area of operation

c) Maximum diversion time at the approved one engine cruise speed.

d) Threshold time

Note: The threshold time and maximum diversion time may also be listed in

distance (NM),

10. CREW TRAINING AND EVALUATION

10.1 Operator shall evolve a training program for the flight crew covering initial and

recurrent training. This training should cover various aspects including

standby generator as the sole power source. Established contingency

procedures should be emphasised for each area of operation intended to be

used. In addition, special, initial and recurrent training should be given to

prepare flight crews to evaluate probable engine and airframe system failures.

The object of this training should be to establish crew competency in dealing

with most probable operating contingency (diversion decision making).

10.2 The training should also cover proficiency check in performance like flight

planning, procedure on diversion, abnormal and emergency procedures, air

start of propulsion system, crew incapacitation etc.

10.3 The flight crew-training program shall be submitted to the Flight Safety

Standards Department of CAAN for approval. The training and checks of the

crew shall be carried out as approved by the FSSD.




10.4 The EDTO approved training program for ETOPS shall include training that

describes the unique aspects of ETOPS. That training should include, but not

be limited to;

a) Diversion Decision Making. The operator's training program should

prepare flight crewmembers to evaluate probable propulsion and airframe

systems malfunctions and failures. The goal of this training should be to

establish flight crewmember competency in dealing with the most probable

operating contingencies.

b) Specific ETOPS Requirements. The operator's EDTO training program

should provide and integrate training for flight crewmembers and

dispatchers (if applicable), as listed below. The CAA Nepal will periodically

evaluate a cross-section of these items.

i) Flight planning, including contingency data; that is engine failure,

decompression, and diversion equal time point.

ii) Flight progress monitoring and fuel tracking.

iii) Operational restrictions associated with dispatch under the minimum

equipment list (MEL).

iv) Non-normal procedures including:

1. Abnormal and emergency procedures. 2. Systems failures and remaining airplane capability as it relates to

the decision to divert or to continue. 3. Diversion. 4. Crewmember incapacitation. 5. A simulated approach and missed approach with only an alternate

power source available, if the loss of two main alternating current electrical power sources with no APU electrical source available results in significant degradation of instrumentation to either pilot.

v) Use of equipment specifically required for EDTO operations such as

cold weather gear and SATCOM as applicable.

vi) Procedures to be followed in the event that there is a change in

conditions at an EDTO alternate listed on the dispatch/flight release

that would preclude a safe approach and landing.

vii) Procedures to be followed in the event that there is a change in

conditions at other potential en route diversion airports that would

preclude a safe approach and landing.

viii) Understanding and effective use of approved additional or modified

equipment required for EDTO.




ix) Fuel quantity comparison: the operator's training program should

identify fuel management procedures to be followed during the en-

route portion of the flight. These procedures should provide for an

independent crosscheck of fuel quantity indicators, for example, fuel

used, subtracted from the total fuel load, compared to the indicated

fuel remaining.

x) Fuel management: accounting for discrepancies between planned fuel

remaining and actual fuel remaining for example estimated time of

arrival ahead of or behind plan, gross weight, and/or altitude

differences.

xi) Flight crew procedures unique to EDTO as listed above in this NCAR.

11. AEROPLANE FLIGHT MANUAL INFORMATION

Operators holding EDTO approval shall ensure that the applicable flight manual

contain at least the following information:

a) The maximum flight time with one power–unit inoperative, for which the systems

reliability has been approved in accordance with the airworthiness requirements

established for EDTO;

b) A list of additional equipment installed to meet the airworthiness requirements for

EDTO.

c) Additional performance data, including limitations, and flight procedures

appropriate to EDTO; and

d) Statement to the effect that the aeroplane systems associated with EDTO meet

the required airworthiness and performance criteria but that the meeting of such

criteria does not by itself constitute approval to conduct EDTO.

12. OPERATIONS APPROVAL

When the operational proving flight has been evaluated and found acceptable then

the operator may be authorised to conduct EDTO with the specified airframe engine

combinations. Approval to conduct EDTO is made by the issuance of operation

specification by CAA Nepal containing appropriate limitations

13. CONTINUING SURVEILLANCE

The fleet average IFSD rate for the specified airframe engine combination shall

continue to be monitored in accordance with propulsion system reliability

assessment and EDTO maintenance requirements. As with all other operations CAA

Nepal will also monitor all aspects of the EDTO. CAA Nepal is authorised to ensure

that the operation continues to be conducted safely. In the event that an acceptable

level of reliability is not maintained, significant adverse trend exists or if significant




deficiencies are detected in the conduct of EDTO operation, CAA Nepal will initiate a

special evaluation, impose operational restriction if necessary, to resolve the problem

in a timely manner so as to ensure safe EDTO operations.







APPLICATION FOR GRANT OF APPROVAL FOR EXTENDED DIVERSION TIME

OPERATIONS (EDTO)

a) Name of the operator:

b) Aircraft registration number:

c) Type and Serial Number of the Aircraft:

d) Type and model of the Engines fitted:

e) Route of operation, Maximum diversion time, Minimum altitude to be flown:

f) Diversion/ En route alternate airport desired:

g) Copy of the EDTO Manual:

h) Details of Crew Training:

i) Applicants in service operational experience:

j) Total engine hours of the type in the world fleet:

k) Proof of propulsion system reliability in the world fleet:

l) Propulsion system reliability of the applicant in terms of IFSD:

m) Maximum diversion time certified by the manufacture for the applicants aircraft:

n) Any other additional data as required in the NCAR/FOR:

_________________ __________________ __________________

Date Signature Designation


SECTION D


NCAR Chapter D.1 Page 1 of 2 Issue 6 September 2020

CHAPTER D.1

MAINTENANCE ORGANIZATIONS

1. GENERAL

1.1 This chapter prescribes the requirement for issuance of Validation Certificate

to a Foreign Maintenance Organization based on the Approval Certificate

issued by a Contracting State. For the Maintenance Organization located in

Nepal refer to NCAR Part-145 for Approval.

1.2 A foreign maintenance organizations that has been issued with an Approval

Certificate by the authority of the Contracting State may apply for the

Validation Certificate by CAA Nepal and this may be granted by the Director

General with or without additional conditions in compliance with the Rules 49

of Civil Aviation Regulation and its amendments if the applicant submits

following documents:

a) Submission of CAAN Form 2 application form.

b) Letter of intent from Nepalese air operator desirous of availing the service

from this organization (if any).

c) Copy of evidence of valid ICAO contracting State approval (FAA or EASA

or other NAA).

d) Check for the Scope of Approval whether it includes the aircraft type

registered in Nepal or not.

e) Submission of recent audit findings from the applicable authorities

mentioned in Para 1.2 (c).

f) Submission of internal audit reports.

g) Work done on similar scope in the last 2 years.

h) Submission of Maintenance Organization Exposition (MOE) & Capability

List. (Either Electronic Form or Hard Copy).

i) Completed compliance checklist (Checklist # 34 “Compliance checklist for

NCAR Part-145 approval”).

j) Completed (Checklist # 9 “Checklist for approval of Maintenance

Organization Exposition (Part-I)”.

k) Payment of CAA Nepal prescribed fee for issuance (as per Civil Aviation

Regulations 2058 B.S., Schedule-1).

1.3 Maintenance organization requesting for Validation Certificate is subject to

inspection by CAA Nepal every Five Year. The expenses of such inspection

shall be borne by the organization itself or the Nepalese operator utilizing the

service of such organization.

1.4 The format of the Validation Certificate issued by CAA Nepal shall be as Form

D.1.1 shown in Appendix-1 of this chapter


SECTION D



1.5 The Validation Certificate shall remain valid normally for a period of one year

provided the original Approval Certificate issued by contracting state remains

valid.

1.6 The Director General may withdraw the Validation Certificate if the

maintenance organization fails to abide by or acts in contradiction to NCAR

Part-145.



SECTION D

APPROVAL PROCEDURES


Form D.1.1 Appendix-1

Certificate No.:


Certificate of Validation This is certified that certificate of Maintenance Organization approval bearing the approval

number issued by

to Located at is hereby validated by Civil

Aviation Authority of Nepal in accordance with the provision of Civil Aviation Rules 2058, rule

49 and Nepalese Civil Airworthiness Requirement Chapter D.1. The conditions of validation

are as stated separately under the topic "Conditions of Validation" which forms the part of

this validation.

Date of original issue: ………………….......

Date of renewal: ………………...................

Date of revision: ………………...................

Date of expiry: ………………......................

Signed: ……………………….

For Director General


SECTION D

APPROVAL PROCEDURES


[Name] [Address of Organization]

Conditions of Validation

The current certificate of validation is issued with following conditions:

• This certificate of validation validates the Maintenance Organization Approval Certificate Reference: [contracting State approval certificate reference] issued by [CAA of Contracting State, State] along with its Maintenance Organization Approval Schedule.

• The certificate of validation shall be automatically cancelled or suspended if the original approval is cancelled or suspended by the [CAA of Contracting State, State].

• It is the responsibility of the certificate holder to intimate CAA Nepal about any change of scope of approval.

Date of original issue: ………………….........

Date of renewal: ……………….....................

Date of revision: ……………….....................

Date of expiry: ………………........................

Signed: ……………………….



SECTION D

APPROVAL PROCEDURES

NCAR Chapter D.2 Page 1 of 2 Issue 6

September 2020

CHAPTER D.2

DESIGN ORGANIZATIONS

1. GENERAL

1.1 Civil Aviation Authority of Nepal does not issue Design Organisation Approvals.

1.2 This chapter establishes the procedure for acceptance of design organization

approvals.

2. ACCEPTANCE OF DESIGN ORGANISATION APPROVALS

2.1 The following design organization approvals may be accepted by CAA Nepal

where such acceptance is required for maintaining continuing airworthiness of an

aircraft for which a certificate of airworthiness has been issued by CAA Nepal:

a) A design organization approved by EASA.

b) A design organization approval accepted by EASA.

c) A design organization approved by FAA.

d) A design organization approval accepted by FAA.

e) a design organisation approval issued by an ICAO Contracting State in

compliance with Annexes 8 and 16 to the Convention on International Civil

Aviation.

2.2 Design organization approvals held by type certificate holders of aircraft/aircraft

equipment operated by operators registered in Nepal may be considered as being

accepted by CAA Nepal.

3. APPLICATION FOR CERTIFICATE OF ACCEPTANCE

3.1 A person or an organization requiring design organization Certificate of

Acceptance by CAA Nepal should apply in writing to the director General through

Airworthiness Division, Flight Safety Standards Department, Civil Aviation

Authority of Nepal.

3.2 The application must be accompanied with following documents.

a) Submission of application form.

b) Letter of intent from Nepalese air operator desirous of availing the service

from this organization (if any).

c) Copy of evidence of valid ICAO contracting State approval (FAA or EASA or

other NAA).


SECTION D

APPROVAL PROCEDURES


September 2020

d) Check for the Scope of Approval whether it includes the aircraft type

registered in Nepal or not.

e) Submission of recent audit findings from the applicable authorities mentioned

in Para 3.2 (c).

f) Submission of internal audit reports.

g) Work done on similar scope in the last 2 years.

h) Submission of Organization Exposition & Capability List. (Either Electronic

Form or Hard Copy).

i) Payment of CAA Nepal prescribed fee for issuance (as per Civil Aviation

Regulations 2058 B.S., Schedule-1).

3.3 Design Organization requesting for Certificate of Acceptance is subject to

inspection by CAA Nepal every Five Year. The expenses of such inspection shall

be borne by the organization itself or the Nepalese operator utilizing the service of

such organization.

3.4 The format of the Certificate of Acceptance issued by CAA Nepal shall be as

Form D.2.1 shown in Appendix-1 of this chapter.

3.5 The Certificate of Acceptance shall remain valid normally for a period of two year

provided the original Approval Certificate issued by contracting state remains

valid.

3.6 The Director General may withdraw the Certificate of Acceptance if the design

organization fails to abide by or acts in contradiction to this chapter.



SECTION D

APPROVAL PROCEDURES


September 2020


Certificate No.:


Certificate of Acceptance

This is certified that certificate of Design Organization approval bearing the approval number

issued by to _______________________________

Located at is hereby accepted by Civil Aviation Authority of Nepal in

accordance with the provision of Nepalese Civil Airworthiness Requirement Chapter D.2. The

conditions of acceptance are as stated separately under the topic "Conditions of Acceptance"

which forms the part of this acceptance.

Date of original issue: …………………....

Date of renewal: ………………...............

Date of revision: ………………...............

Date of expiry: ………………..................

Signed: ……………………….



SECTION D

APPROVAL PROCEDURES


September 2020

[Name]

[Address of Organization]

Conditions of Acceptance

The current Certificate of Acceptance is issued with following conditions:

• This certificate of Acceptance accepts the Design Organization Approval Certificate

Reference: [contracting State approval certificate reference] issued by [CAA of

Contracting State, State] along with its Design Organization Approval Schedule.

• The Certificate of Acceptance shall be automatically cancelled or suspended if the

original approval is cancelled or suspended by the [CAA of Contracting State,

State].

• It is the responsibility of the certificate holder to intimate CAA Nepal about any

change of scope of approval.

Date of original issue: …………………...

Date of renewal: ………………...............

Date of revision: ………………...............

Date of expiry: ………………...................

Signed: ……………………….



SECTION D

APPROVAL PROCEDURES


CHAPTER D.3

STORAGE AND SUPPLY ORGANIZATIONS

1. GENERAL

An organization which is registered and located in Nepal to act as an aviation parts

and materials supplier for aircraft and/or its components maintenance or foreign

supplier organization desirous to receive CAA Nepal approval shall be approved to

certify that the NCAR requirements have been complied with in respect of the

suppliers for procurement, storage and re-issue of aircraft parts and materials

obtained under cover of acceptable documents from approved sources, subject to

compliance with the requirements set out in this Chapter. The approval, when

granted, will apply to the whole organization headed by the Chief Executive.

A supplier could be any source that provides components, standard parts or

materials to be used for maintenance. Possible sources could be: NCAR Part-145

organisations, Part 21 Subpart G organisations, operators, stockist, distributors,

brokers, aircraft owners/lessees, etc.

2. APPLICATION FOR APPROVAL

2.1 Application shall be made to the Director General through Airworthiness

Inspection Division, Flight Safety Standards Department, Civil Aviation

Authority of Nepal.

2.2 The application shall be accompanied by:

a) Form completed with resumes of nominated persons together with

documentary evidence of their qualifications and experience.

b) Two copies of the proposed exposition of the organization.

3. REQUIREMENTS FOR THE GRANT OF APPROVAL

3.1 Approval Procedure

In order to enable an assessment of the suitability of the organization for

approval to be made, the applicant shall comply with the requirements of this

Chapter.

The grant of a Certificate of Approval will only be made when the Director

General is satisfied that the applicant meets the requirements for approval

and the management of the organization will be conducted competently and

in accordance with the NCAR.


SECTION D

APPROVAL PROCEDURES


3.2 Personnel Requirements

3.2.1. The applicant shall nominate the following persons:

a) A senior person as a Quality Manager who is directly responsible to

the Chief Executive for the co-ordination of all work necessary to

ensure compliance with the NCAR and associated procedures.

This person shall be authorized to liaise directly with CAA Nepal on

all matters affecting Airworthiness.

b) Signatories to issue Certificate of Conformance.

3.2.2. The applicant shall satisfy the Director General that the persons

nominated in accordance with paragraph 3.2.1 are capable and

responsible persons who are conversant with the NCAR and

associated procedures and have adequate qualifications and

experience for the duties concerned.

3.2.3. The organization shall be such as to ensure that in all matters affecting

Airworthiness, full and efficient co-ordination exists within the

organization.

3.3 Exposition

The applicant shall provide, for CAA Nepal approval, an exposition of the

organization which includes the following information:

a) A statement signed by the Chief Executive confirming that the provision

and procedures specified in the exposition will be complied with at all

times.

b) The intended scope of activities.

c) A description of the premises and facilities to be used for activities under

CAA Nepal approval.

d) The duties and responsibilities of nominated personnel. Authority to liaise

directly with CAA Nepal on Airworthiness matters shall be defined.

e) An organization chart showing the associated chains of responsibility.

f) A list of the persons nominated in accordance with paragraph 3.2.1.

g) availability of appropriate up-to-date regulations, specifications (such as

component handling/storage data) and standards;

h) standards and procedures for the training of personnel and competency

assessment;


SECTION D

APPROVAL PROCEDURES


i) procedure for shelf-life control;

j) procedures for identifying the source from which the components and

materials were received;

k) purchasing procedures that identify documentation to accompany

components and materials for subsequent use by approved NCAR Part-

145 maintenance organisations;

l) procedures for incoming inspection of components and materials.

m) procedures for control of measuring equipment that provide for

appropriate storage, usage, and for calibration when such equipment is

required;

n) procedures to ensure appropriate storage conditions for components and

materials that are adequate to protect the components and materials from

damage and/or deterioration. Such procedures should comply with the

manufacturers’ recommendations and relevant standards;

o) procedures for adequate packing and shipping of components and

materials to protect them from damage and deterioration, including

procedures for proper shipping of dangerous goods (e.g. ICAO and ATA

specifications);

p) procedures for detecting and reporting suspected unapproved

components.

q) procedures for handling unsalvageable components in accordance with

applicable requirements and standards;

r) procedures for batch splitting or redistribution of lots and handling of the

relevant documents;

s) procedures for notifying purchasers of any components that have been

shipped and have later been identified as not conforming to the applicable

technical data or standard;

t) procedures for recall control to ensure that components and materials

shipped can be traced and recalled if necessary;

u) procedures for monitoring the effectiveness of the quality system; for

detecting and reporting of suspected unapproved components;

v) A statement that all aircraft parts and materials must come from approved

sources and be accompanied by acceptable documents.


SECTION D

APPROVAL PROCEDURES


w) The exposition shall have procedure for issuance and controlling of

authorizations and stamps of signatories for issuance of Certificate of

Conformance to the parts/materials to be supplied to the customer.

x) Any further matters which CAA Nepal prescribes arising from initial

assessment and subsequent surveillances.

3.4 Accommodation and Facilities

3.4.1. The organization shall have suitable accommodation of sufficient size

and with adequate lighting and facilities for the activities to be

undertaken. The premises shall be clean and tidy and have proper

segregation of designated areas. Environmental conditions shall be

controlled as appropriate to the parts and materials to be stored.

3.4.2. A quarantine store shall be provided for parts and materials awaiting

confirmation of approval.

3.4.3. A bonded store shall be provided for storage of approved parts and

material and there shall be a system which identifies the parts and

materials with the relevant incoming documentation.

3.4.4. Adequate provisions shall be made for the segregation of aircraft parts

and materials from other goods and protection of such parts and

materials against deterioration, contamination and damage.

3.5 Systems

3.5.1. The organization shall establish a system of stores control which shall

be adequate for the type and quantity of spares held. As a minimum,

the system shall specify procedures to ensure that:

a) incoming items are those required and that they confirm with the

appropriate incoming documentation.

b) items held in storage do not deteriorate as a result of that storage.

c) the stores records accurately represent the items held in storage

and are properly maintained, and

d) items are issued on a first in, first-out basis.

3.5.2. A system of technical records shall be maintained and shall be such

that proper correlation of all activities is established with relevant

incoming, stores and outgoing documents to ensure traceability.


SECTION D

APPROVAL PROCEDURES


3.5.3. The system shall have satisfactory procedures for issuance of

Certificate of Conformance for the components to be supplied to

customer based on the customer purchase orders. A copy of the

certificate must be retained by the consignor.

Note: A Certificate of Conformance may not be issued unless.

i) the items comply with the descriptions and specifications stated on

the customer purchase order as well as on the certificate.

ii) the items are serviceable and there are no obvious external

damages.

iii) the aircraft part or material has been procured under cover of a

document specified or approved for the purpose by the Director

General.

iv) Ensure that correct marking of the part with information like Part

Numbers, Serial Number, Batch Number and Modification Status

as applicable on the part itself in the form of Decal, engraving,

printing etc. as applicable and/or on the original packaging .

v) Receiving Customer Written Acceptance and/or Purchase Order for

PMA Parts in order to supply PMA Parts.

vi) The following documents are available in the case of

I. Aircraft Parts

a) Original Copy of Authorized Release Certificate along

with Shop Report with information of remaining shelf

life/scrap life/ service life as applicable and Incorporation

of AD/SB if any.

b) Back to Birth Traceability Documents in case of Life

Limited Parts which may be in the form of the

Component Log Card/Book along with their updated

maintenance and operations history as applicable.

II. Standard Parts

a) Original Copy of Certificate of Conformity issued by

OEM with batch number in the case of the whole

quantity as mentioned in the certificate is being

transacted.


SECTION D

APPROVAL PROCEDURES


b) A True Copy of Certificate of Conformity issued by OEM

with Batch Number in the case of part of the quantity is

being transacted,

c) If the parts are not received directly from OEM, other

traceability document in between should also be

available.

III. Materials

a) Original Copy of Certificate of Conformity issued by

OEM with batch number in the case of the whole

quantity as mentioned in the certificate is being

transacted.

b) A True Copy of Certificate of Conformity issued by OEM

with Batch Number in the case of part of the quantity is

being transacted,

c) A copy of Test Certificate for the said batch /lot of the

material

d) A copy of relevant Material Safety Data Sheet for the

health hazardous material as applicable

3.5.4. The organization shall establish a system of defect reporting and

investigation.

3.5.5. The organization shall comply with any further requirements that CAA

Nepal may prescribe as a result of initial assessment or subsequent

surveillances.

4. GRANT OF AN APPROVAL

4.1 The format of the Certificate of Supplier Approval issued by CAA Nepal shall

be as Form D.3.1 shown in Appendix-1 of this chapter.

4.2 The Certificate of Supplier Approval shall remain valid normally for a period of

two year.

4.3 The Director General may withdraw the Certificate of Supplier Approval if the

Supplier organization fails to abide by or acts in contradiction to NCAR

Chapter D.3 and its approved exposition.


SECTION D

APPROVAL PROCEDURES


5. REQUIREMENTS FOR THE MAINTENANCE OF APPROVAL

5.1 The organization holding a valid Certificate of Approval shall be maintained at

the standard necessary to undertake the work for which it is approved and all

activities carried out under the approval granted shall be conducted to the

satisfaction of CAA Nepal.

5.2 The organization shall be responsible to the Director General for compliance

with NCAR, associated procedures, and other requirements as may be

prescribed by CAA Nepal from time to time.

5.3 The organization shall consult CAA Nepal if any difficulty arises in the

interpretation of the NCAR or associated procedures.

5.4 The exposition required by paragraph 3.3 shall be reviewed periodically by

the organization and any necessary amendments submitted in duplicate to

CAA Nepal for approval.

5.5 The organization shall report to CAA Nepal in writing as soon as possible of

any occurrences in the approved facility.

5.6 The organization shall notify CAA Nepal in writing for acceptance of any

intended change of the followings:

a) Name of the organization specified in the Certificate of Approval.

b) Address of the organization specified in the Certificate of Approval.

c) The Chief Executive or persons nominated in accordance with paragraph

3.2.1.

d) The approved facilities.

5.7 The organization shall permit access to its premises by an authorized person

from CAA Nepal for the purpose of:

a) Assessing whether the organization continues to comply with the

conditions of its approval and whether the activities to which the approval

relates are carried out to a satisfactory standard.

b) Assessing whether the policies and procedures stated in the exposition

are being observed.

c) Investigation of materials, components or equipment supplied by the

organization which were substandard quality and/or unapproved parts

due to lack of required quality control process of supply chain or improper


SECTION D

APPROVAL PROCEDURES


storage or contamination during storage causing the parts/materials

unsuitable for aircraft use.

d) Investigation of occurrences in the approved facility.

Where deficiencies or discrepancies have been disclosed to an

organization subject to a surveillance inspection, the organization shall

take corrective action after carrying out root cause analysis of findings and

advise CAA Nepal of the action taken.

Note:

1. The Director General may withdraw, suspend or vary the certificate

of Approval of the organization if he is satisfied that the condition

required for approval are not being maintained.

2. A Certificate of Approval may be varied or withdrawn at the request

of an organization.

3. The organization shall surrender the Certificate of Approval to CAA

Nepal if it permanently ceases to engage in the activities for which

the approval was granted.



SECTION D

APPROVAL PROCEDURES



SUPP/APP/xx/xxxx


FLIGHT SAFETY STANDARDS DEPARTMENT SINAMANGAL, KATHMANDU, NEPAL

P.O.BOX ..…, TEL:……, FAX: ………

CERTIFICATE OF SUPPLIER APPROVAL

This is to certify that ......................................... at the following location

...................................................... is hereby approved as a supplier organization under

the condition of Rule 30 of Civil Aviation Regulation 2058 and Chapter D.3 of Nepalese

Civil Airworthiness Requirements and all applicable rules and regulations to supply

.......................................................... as per Schedule of Conditions for Nepalese

Registered Aircraft in accordance with your approved company exposition manual.

Date of original issue: ……………………….

Date of renewal: ………………....................

Date of revision: ………………....................

Date of expiry: ………………......................

Signed: ………………………......................



SECTION D

APPROVAL PROCEDURES


[Name]

[Address of Organization]

Schedule of Conditions

The current Schedule of condition is issued with following conditions:

1. This approval requires compliance with the procedures specified in the NCAR

Chapter D.3, organization exposition

2. This approval is valid whilst the Supplier organisation remains in compliance with

NCAR Chapter D.3.

3. Subject to compliance with the foregoing conditions, this approval shall remain

valid for a duration mentioned in the NCAR Chapter D.3 unless the approval has

previously been surrendered, superseded, suspended or revoked.

Date of original issue: …………………....

Date of renewal: ………………................

Date of revision: ………………................

Date of expiry: ………………..................

Signed: ………………………..................



SECTION E

MANUALS AND RECORDS

NCAR Chapter E.4 Page 1 of 4 Issue 6 September 2020

CHAPTER E.4

AIRCRAFT FLIGHT MANUAL

1. GENERAL

1.1 An Aircraft Flight Manual (AFM) is a manual associated with, and forming part

of, the Certificate of Airworthiness. The Aircraft Flight Manual is a primary

document for flight operations of an aircraft.

1.2 The type certificate holder or previous owner/operators shall make available a

current Aircraft Flight Manual at the time of delivery of the aircraft to the

aircraft owner or air operator.

1.3 Aircraft Flight Manual shall contain the limitations, procedures, performance

and other information and instructions required to operate the aircraft safely,

plus all required AFM Supplements.

1.4 The Aircraft Flight Manual for each aircraft must be accepted by the Director

General.

1.5 Aircraft for which a Certificate of Airworthiness is in force shall carry an

Aircraft Flight Manual, accepted by CAA Nepal, on each flight, except that the

Director General may exempt aircraft described in NCAR Chapter B.7 from

this requirement if:

i) No Aircraft Flight Manual was issued as part of the Certificate of

Airworthiness by the State of Manufacture, or

ii) The limitations, instructions and information are promulgated by some

document other than an Aircraft Flight Manual.

1.6 The owner or air operator has an ongoing obligation to keep its Aircraft Flight

Manual up-to-date by incorporating amendments accepted by CAA Nepal for

the Aircraft Flight Manual.

1.7 Where an aircraft is issued with a Pilot Operating Handbook (POH) in lieu of

an AFM these requirements are equally applicable to the POH.

2. CONTENT OF AIRCRAFT FLIGHT MANUAL

2.1 An Aircraft Flight Manual shall contain all the information prescribed by these

requirements and any other information which the Director General may

require to be included.

2.2 If applicable to the particular aircraft, an Aircraft Flight Manual shall contain as

a minimum, the following information:


SECTION E

MANUALS AND RECORDS


a) Identification of the engines by manufacturer and type.

b) Identification of the propellers by manufacturer, type, diameter and pitch

setting.

c) The specification of fuel to be used and the total and unusable capacities

of the fuel system.

d) The specification of oil to be used and capacity of each oil system.

e) The following operational limitations:

i) Restrictions on I.F.R., night operations and flight in icing conditions.

ii) Airspeed limitations.

iii) Maneuvers permitted and maneuvers prohibited.

iv) Weight and Centre of Gravity limitations.

v) Flight load factors.

vi) Powerplant limitations.

vii) Minimum flight crew and permitted total occupants.

viii) Smoking restrictions.

ix) Interpretation of placards and instrument markings.

f) Emergency procedures

g) Normal procedures:

i) Fuel system management

ii) Stalls

iii) Spinning

iv) Aerobatics

h) Performance

i) Climb

ii) Stalling speed

iii) Glide angle

iv) Take-off and landing

v) Maximum designated cross-wind component.

2.3 An Aircraft Flight Manual supplement is a booklet or group of pages

containing changes to the information and instructions in the basic Aircraft

Flight Manual (i.e. the approved Aircraft Flight Manual that the type certificate

holder provides with the aircraft). The AFM supplements contain Aircraft Flight

Manual changes that are necessary for continued safe operation of an aircraft

that is modified, is in a non-standard configuration, has special role equipment

fitted, or is to engage in some special purpose activity. An aircraft may not

conform exactly to the standard aircraft to which the available basic Aircraft

Flight Manual is applicable. The aircraft may have different configuration or

modifications. If these physical differences cause change to the approved

Aircraft Flight Manual information, those changes must be accounted for by

relevant CAA Nepal accepted Aircraft Flight Manual supplements that provide

the necessary extra Aircraft Flight Manual information.


SECTION E

MANUALS AND RECORDS


2.4 As required by Chapter C.6, a Weight and Balance Supplement must be

added to each Aircraft Flight Manual to inform the flight crew (and other

persons responsible for loading) of the Empty Weight and the Empty Weight

Centre of Gravity position, and to list the removable equipment included in the

Empty Weight. The Weight and Balance Supplement shall be amended

whenever the aircraft is re-weighed, or the Empty Weight is changed by the

installation or removal of components or equipment.

Note: The Weight and Balance Supplement shall be in the form as prescribed

in NCAR Chapter C.6.

2.5 Aircraft Flight Manual data shall either be given in the following units or shall

include conversion tables for converting to these units:

Weight - Kilograms and pounds

Temperature - Degrees celcius

Short distances - Meters and feet

Long distances - International nautical miles

Height - Feet

Pressure - Kilopascals and pounds per sq. inch

Liquid quantity - Liters or U.S. gallons

Speed - Knots

3. ACCEPTANCE OF AN AIRCRAFT FLIGHT MANUAL

3.1 The owner or operator of an aircraft for which an application to the Director

General is made for an initial Certificate of Airworthiness shall supply with his

application two copies of the proposed Aircraft Flight Manual for the aircraft. If

available, evidence of the approval/acceptance of part or all of the Aircraft

Flight Manual by the Airworthiness Authority of the country of origin of the

aircraft shall also be submitted.

Note: If evidence of approval by another Contracting State is not available,

the Director General may withhold his approval until detailed design

data and Check Flight reports, where necessary to ascertain such

design data, are submitted.

3.2 Inspectors from Airworthiness Inspection Division and Flight Operations

Division of CAA Nepal will jointly review the Aircraft Flight Manual submitted

to CAA Nepal for acceptance.

3.3 Acceptance of the Aircraft Flight Manual for a particular aircraft will be granted

only when it is established that it meets the standards prescribed in these

requirements and that all data is valid for the particular aircraft, including the

data in the Weight and Balance Supplement.


SECTION E

MANUALS AND RECORDS


3.4 The return of one copy bearing the acceptance stamp and signature of an

authorized person from the Flight Safety Standards Department and

acceptance letter signifies that acceptance has been granted to the Aircraft

Flight Manual. The other copy will be retained by the Airworthiness Inspection

Division, Flight Safety Standards Department, CAA Nepal.

4. AMENDMENT OF AN AIRCRAFT FLIGHT MANUAL

4.1 An Aircraft Flight Manual may need to be amended if the aircraft is modified

or repaired, or as a result of instructions from the aircraft manufacturer or

State of Design. The Director General may also order amendments in the

interest of safety. The owner or operator of an aircraft may also request an

amendment for operational reasons and this may be accepted if it is proven

that there will be no adverse effect on safety.

4.2 No amendment shall be incorporated into an Aircraft Flight Manual until

acceptance has been granted. An applicant for acceptance of an Aircraft

Flight Manual amendment shall submit two copies of the proposed

amendment, together with a justification and any supporting data, to the

Airworthiness Inspection Division, Flight Safety Standards Department, CAA

Nepal. The return of one copy bearing the acceptance stamp and signature of

an authorized person from the Flight Safety Standards Department and

acceptance letter signifies that acceptance has been granted.



SECTION E

MANUALS AND RECORDS

NCAR Chapter E.7 Page 1 of 4 Issue 6

September 2020

CHAPTER E.7

AIRCRAFT, ENGINE, PROPELLER AND RADIO LOGBOOKS

1. GENERAL

1.1. Pursuant to the Rule 25 of the Civil Aviation Regulation 2002 and its

amendments, records shall be maintained of the repair and maintenance of

aircraft, aircraft systems and aircraft components. This chapter prescribes that

certain records shall be entered in logbooks provided for the purpose.

1.2. Rule 27 of the Civil Aviation Regulation 2002 and its amendments prescribes

that the following logbooks shall be maintained by the aircraft operator for

recording time in service and maintenance performed:

a) Journey logbook.

b) An aircraft logbook.

c) An engine logbook for each engine installed on the aircraft.

d) A propeller logbook for each variable pitch propeller installed on the

aircraft.

e) A radio logbook.

Note: Technical logbook meets the requirement of Journey logbook.

1.3. Certain maintenance may be recorded on other documents. If recorded on

work sheets, microfilm or computer printouts the documents shall be identified

by a brief entry in the appropriate logbook (Aircraft, Engine, Propeller). If

recorded in a Technical (or Flight) Log, this Log shall be considered part of

the aircraft logbook and must be preserved with it.

1.4. Entries recording the completion and certification of the following

maintenance shall always be made in the appropriate logbook:

a) Scheduled inspections prescribed in the approved Maintenance Program.

b) Any major maintenance as defined in these requirements.

c) Any removal or replacement of significant aircraft components or

equipment.

d) The current status of compliance with all Mandatory Continuing

Airworthiness Information.

e) Appropriate details of modifications and repairs.

2. LOGBOOK ENTRIES

2.1. Logbooks shall be maintained in accordance with these requirements and any

“Instructions for Use” contained in them and in such a manner as to provide


SECTION E

MANUALS AND RECORDS


September 2020

an accurate and complete history of the aircraft, engine or propeller to which

they relate.

2.2. Entries in logbooks shall be made within appropriate time period as defined in

NCAR Part M; NCAR Part-145; CAME and MOE of the organization; of the

event to which they relate.

2.3. Each entry shall be legible, signed and dated by the person making it. Each

Certificate of Release for Service must clearly show the licence or Letter of

Authority number of the person issuing it. Signatures must be hand-written in

ink, but other entries may be typed or rubber stamped.

2.4. If the record of any maintenance work is so voluminous that it would be

inconvenient to enter it in the logbook, it may be entered on work sheets,

microfilm or printouts, which must be coded for identification. The

identification of such records as required by paragraph 1.3 and their location

shall be recorded in the logbook.

2.5. If the appropriate logbook is not available, the description of the maintenance

performed and the Certificate of Release to Service may be recorded on a

separate document which shall be affixed in the appropriate logbook as soon

as is practicable.

2.6. Each entry shall state the place where the maintenance was done and where

any other detailed records of the work may be inspected.

2.7. The title and reference number of the Approved Maintenance Program

applicable to scheduled inspections shall be recorded in the logbook entry.

2.8. Whenever any component is removed from or installed in an aircraft, the entry

in the relevant logbook, e.g. aircraft, engine, propeller and/or radio must state

the reason for the action and include the identification of each component

newly installed. There must be record system associated with the logbook

which will give advance notice of the time in service or calendar date at which

the component must be removed.

2.9. Approximately one quarter of the logbook pages, being the pages at the end

of the logbook, shall be reserved for recording Airworthiness Directive and

modification arising from any other source. Upon receipt of an applicable AD’s

prescribes a repetitive inspection the initial inspection shall be recorded in the

logbook and the Maintenance Programme be amended to ensure the

prescribed repetition. The logbook entry shall be annotated to record that the

Maintenance Programme has been amended.


SECTION E

MANUALS AND RECORDS


September 2020

3. RECORDING TIME IN SERVICE

3.1. The total time in service of the aircraft, engine and propeller shall be recorded

in hours and minutes or calendar time and cycles, as appropriate.

3.2. For airborne auxiliary power units, the operating cycles and running hours

shall be recorded in an APU logbook in lieu of 'time in service'.

3.3. All life limited components time in service (hours, calendar time or cycles)

shall be recorded in the appropriate aircraft and/or engine logbooks.

3.4. The time in service (hours, calendar time and cycles, as appropriate) since

the last overhaul of the aeroplane or its components subject to a mandatory

overhaul life shall be recorded in the respective logbooks. Time Since

Overhaul shall not revert to zero unless the aircraft, engine, propeller or

component has been completely overhauled.

4. ITEMS TO BE RECORDED

4.1. Except for defect rectifications certified in the Technical (or Flight) Log, entries

shall be made in the aircraft logbook for each of the following:

a) All maintenance performed on the aircraft or components except the

engines, propellers or radio station. This shall include all scheduled

inspections, and any special inspections made after heavy landings,

turbulence, etc. except daily or pre-flight inspections, prescribed in the

Approved Maintenance Program.

b) The removal or change of any major component, including engines

propellers or radio station units.

c) A swing of the compass installation. A copy of the deviation card shall be

entered in the logbook.

d) Any fuel flow test made.

e) An independent inspection of a disturbed flying control system as required

by NCAR Part-M and NCAR Part-145.

f) The weighing of the aircraft. The aircraft Weight and Balance Report shall

be affixed in the logbook as required by NCAR Chapter C.6.

g) The renewal of the Certificate of Airworthiness.

4.2. Except for defect rectifications certified in the Technical (or Flight) Log, entries

shall be made in the engine logbook for each of the following:

a) All maintenance performed on the engine. This shall include all scheduled

inspections and any special inspections made after foreign body ingestion,


SECTION E

MANUALS AND RECORDS


September 2020

over temperature, etc. except daily of pre-flight inspections, prescribed in

the Approved Maintenance Program.

b) The installation or removal of the propeller from an engine. The engine to

which the propeller is fitted or from which it is removed must be identified

by its serial number, and the aircraft concerned by their registration marks.

c) The change of any propeller component. If a blade is changed, both the

serial number of the blade removed and the blade fitted must be given.

5. FOREIGN LOGBOOKS

5.1. Unless a concession is granted by the Director General, a foreign logbook

shall not be used for recording time in service and maintenance performed on

Nepalese aircraft or aircraft components.

5.2. A foreign logbook which is replaced by a Nepalese logbook shall be closed by

an entry stating that it is replaced by the Nepalese logbook. This entry shall

be signed and dated.

5.3. The total time in service from the foreign logbook shall be brought forward to

the Nepalese logbook which replaces it and all modifications recorded in the

foreign logbook shall be listed in the rear pages of the Nepalese logbook. The

initial entry in the Nepalese logbook shall certify that these entries have been

made.

5.4. Foreign logbooks which have been closed become Nepalese logbooks and

shall be preserved as specified in paragraph 6.

6. PRESERVATION OF LOGBOOKS AND TRANSFER OF AIRCRAFT CONTINUING

AIRWORTHINESS RECORDS

6.1. NCAR Part-M requirements NCAR M.A.305; NCAR M.A.306 and NCAR M.A.

307 and NCAR Part-145 requirements NCAR 145.A.55 shall apply for

preservation of logbook and transfer of aircraft continuing airworthiness

records.



SECTION E

MANUALS AND RECORDS


September 2020

CHAPTER E.8

MINIMUM EQUIPMENT LIST - MEL

1. APPLICABILITY

1.1 Except otherwise authorized by the Director General, operation of an aircraft

with aircraft equipment inoperative or removed is prohibited unless an

operator does so in compliance with an approved Minimum Equipment List

(MEL).

1.2 This Chapter specifies the process for compilation, approval and use of an

acceptable MEL for aircraft registered in Nepal where a MMEL has been

approved by the State of Design.

2. MEL PURPOSE

2.1 The MEL is a joint operations and maintenance document prepared for or by

an air operator to:

a) identify the minimum equipment and conditions for an aircraft to maintain

conformity with the standards of airworthiness and to meet the operating

rules for the type of operation;

b) define operational procedures necessary to maintain the required level of

safety and to deal with inoperative equipment; and

c) define maintenance procedures necessary to maintain the required level

of safety and procedures necessary to secure any inoperative equipment.

2.2 The minimum equipment list is not intended to provide for operation of the

aircraft for an indefinite period within operative systems or equipment. The

basic purpose of the minimum equipment list is to permit the safe operation of

an aircraft with inoperative systems or equipment within the framework of a

controlled and sound program of repairs and parts replacement.

3. MEL DEFINITION

The MEL is derived from the MMEL and is applicable to an individual operator.

• The operator's MEL is tailored to the operator's particular aircraft configuration,

operational procedures and conditions.

• When approved and authorised for use, the MEL permits operation of the aircraft

under specified conditions with certain inoperative equipment.

It is the air operator's responsibility to develop Operations “O” and Maintenance “M”

procedures, or to use a manufacturer developed Operation and Maintenance procedure

manual, a Dispatch Deviation Procedure Guide, (DDPG) or other equivalent document

where these procedures are available.


SECTION E

MANUALS AND RECORDS


September 2020

4. MASTER MINIMUM EQUIPMENT LIST (MMEL)

Information and instructions intended to enable the determination of the measure of

unserviceable equipment and systems which may exist at the commencement of a

flight while still allowing the safe operation of the affected aircraft is provided by the

aircraft manufacturer in the form of a Master Minimum Equipment List (MMEL) for the

type, and is approved by the the authority of the state of the aircraft design.

CAA Nepal shall allow such MMEL for use by operators of aircraft of the appropriate

type to produce their own Minimum Equipment List (MEL) or an equivalent

document.

• The MMEL contains the conditions, limitations and procedures required for

operating the aircraft with these items inoperative.

• The MMEL is used as a starting point in the development and review of an

individual operator's MEL.

5. MEL LIMITATION

The content of an air operator's approved MEL shall not be less restrictive than the

content of the approved MMEL.

6. AUDIT OF OPERATOR'S MELs

The Airworthiness Inspection Division and Flight Operation Division, CAA Nepal will

audit the Operator’s conformance to MEL requirements on an ongoing basis and as

part of any company audit. Significant non-conformances may result in the MEL

approval being withdrawn.

7. APPLICABILITY

Where a MMEL has been approved by State of Design, CAA Nepal shall approve a

Minimum Equipment List in respect of each air operator of that type of aircraft,

provided that the requirements set out in the MMEL are met.

A MEL is mandatory for aircraft registered and used in Nepal for commercial

purposes in commuter and commercial air transport operations.

8. APPROVAL OF THE MEL

8.1 The authority and responsibility for MEL approval rests with Director General

of the CAA Nepal.

8.2 The MEL shall be prepared by the operator based on the MMEL. The MEL (in

triplicate) along with its DDPG, aircraft Configuration Deviation List and a

copy of the MMEL shall be submitted to the Airworthiness Inspection Division

(AID) of Flignt Safety Standards Department, CAA Nepal. While submitting

the MEL and its revisions for approval, the operator shall ensure that these


SECTION E

MANUALS AND RECORDS


September 2020

conform to the latest revision of MMEL. The MMEL revision number shall be

indicated on the MEL.

8.3 The submitted MEL shall be scrtutinised by the inspector of Airworthiness

Inspection Division (AID) and Flight Operations Division (FOD) and any

deficiency noticed during scrutiny shall be referred to the operator by AID and

FOD for corrective action.

8.4 On being satisfied that the proposed MEL corresponds to the MMEL and

meets regulatory provisions from maintenance and operational aspects, the

MEL shall be approved by the AID/FOD. A copy of the approved MEL shall be

given to the operator.

8.5 Approval of any revision/ amendment to the MEL shall be done following the

same procedure as given above.

8.6 A copy of the approved MEL shall be carried on board the aircraft as part of

the Operations Manual. The manual will contain procedures for continuation

of flight should any items of equipment required for operation of flight become

unserviceable.

9. AIR OPERATOR MEL DEVELOPMENT

9.1 The air operator will develop its MEL and all subsequent amendments based

on current Master Minimum Equipment List (MMEL), duly approved by the

State of Design of the aircraft and where applicable, the O & M Procedure

Manuals (DDPG, DPG, etc). In order to ensure management's involvement,

each submissions of the air operator's MEL shall be reviewed and approved

by at least one senior company official from each respective department

(Operations and Maintenance) prior to the MEL being submitted to CAA

Nepal, Airworthiness Inspection Division (AID) for approval.

9.2 The air operator's MEL must reflect the current MMEL limitations unless

otherwise authorized by a change in the MMEL. When a revision is issued to

a MMEL, the air operator's MEL need not be revised if the change is less

restrictive than the existing MEL.

9.3 Supporting Data: The air operator must provide adequate supporting

documentation for their MEL submissions to the AID. These documents will

provide additional information, as required, relating to the air operator's MEL.

9.4 Any additional MEL items which do not appear in the MMEL will require

justification, for consideration. The AID will review the request, and if valid, will

forward the request to Flight Operations Division, FSSD for review and

approval in the MMEL.


SECTION E

MANUALS AND RECORDS


September 2020

9.5 The MEL shall contain all items which affect the airworthiness of an aircraft or

safety of those carried on board and which are not included in MEL are

automatically required to be operative for each flight.

9.6 The operator's MEL should include the following—

a) Cover Page: The MEL cover page contains the operator's name and the

make and model of the aircraft, with registration mark, to which the MEL

applies.

b) Table of Contents: The table of contents contains a list of all of the pages

in the MEL by title and the corresponding page identification (usually a

page number).

c) Log of Revisions: The log contains the revision identification (usually a

number) and date of the revision. It may also contain a list of the revised

pages, a block for the initials of the person posting the change, and

additional enhancements for use by the operator.

d) Preamble and Definitions: The purpose of the MEL and the operator’s

philosophy for invoking the MEL should be defined in the preamble to the

MEL. Preamble is to provide direction to company personnel on the

philosophy and use of the MEL.The standard MMEL preamble and

definitions section must be reproduced word for word in each MEL,

without modification.

e) List of Effective Pages: The List of Effective Pages (LEP) is used as a

method for keeping track of the status of the MEL and includes a record of

the revision status or the date of each page of the operator's MEL. The

LEP should contain a signature block containing space for signature of the

AID/ FOD as a means of conveying CAA Nepal approval of the MEL.

f) The MMEL revision number on which the MEL is based.

g) Highlights of Revision page containing a synopsis of changes made by the

operator in each revision.

h) Distribution list: A list of all the points where the MEL is distributed.

9.7 MEL page format is at the discretion of the air operator, provided that it is

clear and unambiguous. However, it is recommended that the MEL page

format follow the MMEL page format of four columns. The page numbering

and individual MEL items, however, must be in accordance with the ATA 100

code system.

9.8 The MEL should incorporate only one item per page, when operations and/or

maintenance procedures are required. However, if no procedures are

required, or the required action is simple, multiple items may appear on a

single page.


SECTION E

MANUALS AND RECORDS


September 2020

9.9 Notes and Definitions are required to allow the user to interpret the MEL

properly. As a minimum, the notes and definitions contained in MMEL will be

used in the MEL.

9.10 MEL Content:

a) There are three categories of items that may be contained in the

operator's MEL—

• MMEL items

• Passenger convenience items

• Administrative control items

b) MMEL Items: The MEL will list all of the items for which the operator seeks

relief and that are appropriate for its operation. The operator, by not listing

at its discretion certain items in its MEL, may be more restrictive than

permitted by the MMEL.

c) Passenger Convenience Items: The passenger convenience items, as

contained in the operator's approved MEL, shall be those related to

passenger convenience, comfort, or entertainment, such as, but not

limited to, galley equipment, movie equipment, inflight phones, ashtrays,

stereo equipment, and overhead reading lamps.

• It is incumbent on the operator and the CAA Nepal to develop

procedures to ensure that those inoperative passenger convenience

items are not used.

• Passenger convenience items do not have fixed repair intervals.

• Items addressed elsewhere in the MMEL shall not be authorised relief

as a passenger convenience item.

• "M" and "O" procedures may be required and should be developed by

the operator, approved by CAA Nepal, and included in the operator’s

appropriate document.

d) Administrative Control Items: An operator may use an MEL as a

comprehensive document to control items for administrative purposes.

• In such cases, the operator's MEL may include items not listed in the

MMEL; however, relief may not be granted for these items unless

conditions and limitations are contained in approved documents other

than the MMEL or the regulatory requirements of Flight Operations

Requirement. .

• Examples of items considered to be administrative control items would

be cockpit procedure cards, medical kits, delaminated windshields,

and life vests.

10. OPERATING AND MAINTENANCE (O & M) PROCEDURES

10.1 Dispatch with inoperative items is often acceptable only with the creation of

special operating or maintenance procedures.


SECTION E

MANUALS AND RECORDS


September 2020

10.2 Where the MMEL indicates that this is the case, the air operator must

establish and publish appropriate procedures for inclusion in the MEL.

Procedures recommended by the aircraft manufacturer in most cases can be

adopted for this purpose, but the ultimate responsibility for providing

acceptable procedures to be approved in the MEL rests with the air operator.

These procedures will ensure that a satisfactory level of safety will be

maintained.

10.3 The air operator, when comparing the MEL against the MMEL must ensure

that where the (O) or (M) symbols appear, an operating or maintenance

procedure has been developed that provides clear direction to the crew

members and maintenance personnel of the action to be taken. This

procedure must be included in the MEL.

10.4 The only exception is when the procedure is contained in another document

that is available: to the flight crew on the flight deck, the cabin crew or the

maintenance crew. Such manuals could be an Aircraft Flight Manual, Aircraft

Operating Manual, or the Company Operations Manual; the Flight Attendant

Manual or other related manuals. In these cases, the MEL may refer to a

section of the appropriate document.

10.5 It is not acceptable to reference the NCAR or FOR or similar documents, as

these are not carried on board the aircraft and could be subject to

misinterpretation. The objective is to provide personnel with clear, concise

direction on how they are to proceed. Where the MMEL column 4 states “as

required by Regulation”, this wording shall not appear in the MEL; rather, a

synopsis of the Regulation shall appear.

11. REPAIR INTERVAL CATEGORIES

The maximum time an aircraft may be operated between the deferral of an

inoperative item and its repair will be specified in the MEL. Passenger convenience

items referred to in paragraphs 9.9(c) must include a category. Most of these items

will be a “D” category provided any (M) procedure (in the case of electrically supplied

items) is applied. Since the MEL is a dispatch document, the repair interval may

expire in flight without penalty.

Category A

Items in this category shall be repaired within the time interval specified in the

“Remarks and Exceptions” column of the air operator's approved MEL Whenever the

provision in the “Remarks or Exceptions” column of the MMEL states cycles or flight

time, the time interval begins with the next flight. Whenever the time interval is listed

as flight days, the time interval begins on the flight day following the day of discovery.


SECTION E

MANUALS AND RECORDS


September 2020

Time Limited Dispatch - Some MEL's have relief that is subject to time limited

dispatch expressed as a specific number of engine hours or cycles, and will start in

accordance with the times established by the engine manufacturer or as indicated in

the remarks column of the MEL. Time limited relief cannot be extended.

Category B

Items in this category shall be repaired within three consecutive calendar days,

excluding the day of discovery.

Category C

Items in this category shall be repaired within 10 consecutive calendar days,


Category D

Items in this category shall be repaired within 120 consecutive calendar days,


12. USE OF MEL

12.1 The air operator shall use the MEL in accordance with a procedure described

in its Continuing Airworthiness Management Exposition and the Operations

manual approved by CAA Nepal.

12.2 An operator shall mention in its Continuing Airworthiness Management

Exposition as to when or where an inoperative item shall be required to be

replaced.

12.3 The operator’s Quality Manager or equivalent person shall be responsible for

exercising necessary operational control to ensure that an acceptable level of

safety is maintained. When operating with multiple inoperative items, it has to

be determined that the interface or interrelationships between the inoperative

items will not result in an unacceptable degradation in the level of safety

and/or undue increase in crew workload.

12.4 Notwithstanding the MEL, a certifying staff needs not relese the aircraft for

flight or a Pilot-in-Command need not accept the aircraft for flight if it is

considered that it is unsafe to do so with items of equipment inoperative. The

decision of the Pilot-in-command whether or not to accept the aircraft with any

equipment inoperative under MEL is final.

12.5 The certifying staff responsible for releasing the aircraft, after invoking the

provisions of MEL shall inform the Pilot-in-Command of the aircraft of the

same, also make an entry of it in the Technical (or Flight) Log and placard the

inoperative system suitably. He should take maintenance action as prescribed

in Continuing Airworthiness Management Exposition and Flight Operation


SECTION E

MANUALS AND RECORDS


September 2020

Manual and crew should take operation action as mentioned in the above

Manual.

12.6 The MEL is intended to permit operation with inoperative items of equipment

for a period of time until repairs can be accomplished. It is important that

repairs be accomplished at the earliest opportunity.

12.7 In order to maintain an acceptable level of safety and reliability the MEL

establishes limitations on the duration of and and conditions for operation with

inoperative equipment. Operators are to establish a controlled and sound

repair program including the parts, personnel, facilities, procedures, and

schedules to ensure timely repair. The MEL is not intended to provide for

continued operation of the aircraft for an indefinite period with inoperative

items but to permit the operation of an aircraft with inoperative equipment

within the framework of a controlled and sound programme of repairs and

parts replacement. The operator shall, therefore, spell out his specific

programme of rectification action in the preamble of MEL in respect of each

type of aircraft consistent with safety, which will have the prior approval of the

Director General.

12.8 Commercial air transport operators shall maintain a record, monthwise, of all

the defects carried forward in terms of MEL and analyze the same to

determine if servicing facilities require strengthening at transit in an effort to

rectify the reported/observed defects at the earliest possible. Results of such

analysis shall be notified to Airworthiness Inspection Division every three

month.

12.9 It is imperative on the part of the operator that all defects noticed be rectified

and recourse to the use of MEL should only be taken to avoid passenger

inconvenience keeping in view their safety. They should also review their

procedures regularly of distributing the spares etc. at various bases to ensure

that the items carried forward in the MEL are attended to at the earliest. CAA

Nepal may put a specific time limit in the operator's MEL for the rectification of

the defects carried forward under the MEL considering the safety of the

aircraft and also increased crew load it may cause.

13. DEFERRAL OF ITEMS

13.1 Procedures for the deferral of MEL items will be included as part of the air

operator's Continuing Airworthiness Management Expostion. The air operator

must ensure that the MEL referenced the aforementioned procedures in the

above documents duplicates the same.

13.2 These procedures shall comprise a method for:

a) deferral of inoperative equipment;


SECTION E

MANUALS AND RECORDS


September 2020

b) placarding requirements as per the MEL;

c) dispatching of aircraft with deferred MEL item(s);

d) a remote deferral system;

e) controlling categorized times; and

f) the training of company personnel who are responsible for MEL

compliance procedures.

14. DISPATCH

“Dispatch” for the purpose of the MEL/MMEL refers to the moment the airplane starts

its takeoff roll. In the case of a helicopter, it refers to the moment the helicopter

commences air or ground taxi. The MEL is approved on the basis that equipment will

be operative for takeoff unless the appropriate MEL procedures have been carried

out. The air operator's MEL shall include procedures to deal with any failures which

occur between the start of taxi or push back and takeoff brake release. Any failure

which occurs after takeoff commences shall be dealt with as an in-flight failure, by

reference to the appropriate section of the aircraft flight manual, if necessary. After

takeoff commences, no MEL action is required, until the completion of the next

landing.

15. REVIEW OF DEFERRED ITEMS

The air operator must establish procedures whereby Continuing Airworthiness/

Maintenance and Operations periodically review the deferred items, in order to

ensure that any accumulation of deferred items neither conflict with each other nor

present an unacceptable increase in flight or cabin crew workload. Notwithstanding

the categorization of item repair intervals, it should be the aim of each MEL

document holder to ensure that inoperative items are repaired as quickly as possible.

16. RECORD OF DEFECTS CARRIED FORWARD UNDER MEL

All operators shall maintain a record of all releases under MEL. The records may be

subject of scruitiny during surveillance visits by CAA Nepal.

17. APPROVAL OF MEL

17.1 MEL will be compiled by operators and submitted for approval to the

Airworthiness Inspection Division, CAA Nepal.

The MEL will have a preamble attached to it. This preamble will indicate the

procedure of release of aircraft with items of equipment unserviceable as per

MEL, when and where the defects/items will be rectified/replaced. It will also

define the main bases and transit stations. It should also indicate the method

of informing the crew about the unserviceability of item/defect.

17.2 The MEL or amendments thereto received by the Airworthiness Inspection

Division will be scrutinized jointly by inspector from Airworthiness Inspection


SECTION E

MANUALS AND RECORDS


September 2020

Division and Flight Operations Division to ensure that safety of aircraft is not

in any way jeopardized by the unserviceability of any units or items included

therein before its final approval. Pending issue of final approval, provisional

approval may be granted by the Airworthiness Inspection Division and Flight

Operations Division.

17.3 In the interest of uniformity the Airworthiness Inspection Division and Flight

Operations Division may compare the MEL of different operators when the

same type of aircraft is operated by two different operators so that the MEL or

amendments thereto provisionally approved do not materially differ.

18. CAA Nepal RESPONSIBILITY

18.1 The Flight Operations Division of CAA Nepal is responsible for vetting the

operator's MEL with respect to the operations functions and procedures,

ensuring that all of the operational procedures produced and published by the

operator are relevant to the required task.

18.2 The Airworthiness Inspection Division of CAA Nepal is responsible for vetting

the operator's MEL with respect to the maintenance function and procedures,

ensuring that all of the maintenance procedures published and adopted by the

operator are relevant to the required task.

19. MEL DISTRIBUTION

An approved or revised MEL is deemed to be in force upon receipt from the AID /

FOD, CAA Nepal. However, the operator may have 15 calendar days or as specified

in the operators approved system, if necessary to distribute and implement the new

document, in all cases, copies are required for:

1. Each aircraft

2. Senior company official - maintenance

3. Senior company official - operations

4. Airworthiness Inspection Division / Flight Operations Division, CAA Nepal

5. Dispatching Official

6. Maintenance Co-ordinator (if applicable)

20. MEL UPDATES

It is the operator’s responsibility to ensure that their MEL is reviewed and updated as

required. The MEL should be reviewed by the operator at least annually to ensure

that it incorporates any changes to the operation, aircraft or to the Regulations. A

revision to the MMEL or CAA Nepal Supplement will require that the operator review

and amend their MEL, as necessary. The MEL development, processing and

approval procedures should be reviewed as part of the operator’s quality assurance

program.


SECTION E

MANUALS AND RECORDS


September 2020

21. TRAINING PROGRAM

21.1 Ground Personnel:

Air operators shall develop a MEL training program for ground personnel, to

be included in the CAME and operations manual, as appropriate, which must

be approved prior to an air operator receiving approval to operate with a MEL.

The training should include those sections of the manual procedures dealing

with the use of the MEL, placarding of inoperative equipment, deferral

procedures, dispatching, and any other MEL related procedures. Ground

personnel include dispatchers and aircraft certifying engineers. All required

personnel shall receive MEL training prior to their use of the MEL.

21.2 Crew Members:

Air operators shall provide crew members with MEL training and shall detail

such training in their Operations Manual. The training will include the purpose

and use of a MEL, instruction on company MEL procedures, elementary work

procedures, and pilot-in-command responsibility. Crew members include

pilots, flight engineers, and flight attendants. All required personnel shall

receive MEL training prior to their use of the MEL.

21.3 Recurrent Training:

Recurrent training shall be conducted, annually, to refresh procedural

knowledge and ensure company personnel are aware of any changes in MEL

procedures.

22. MELs FOR LEASED AIRCRAFT

22.1 A leased aircraft must have a MEL.

22.2 The MEL for a particular leased aircraft must not be less restrictive than the

CAA Nepal approved or accepted MEL and must be approved or accepted by

CAA Nepal. The MEL must be available in English.

22.3 The country of registration of the leased aircraft may require that their aircraft

be operated in accordance with their approved MEL, in which case any less

restrictive changes to the MEL must be approved by the foreign authority. The

CAA Nepal may require more restrictive changes to the MEL.



SECTION F

AIRCRAFT MAINTENANCE TECHNICIAN LICENCES

NCAR Chapter F.5 Page 1 of 4 Issue 6

September 2020

CHAPTER F.5

RECOGNITION OF FOREIGN LICENCES

1. INTRODUCTION

1.1. Upon application, CAA Nepal may recognize a foreign Aircraft Maintenance

Licence (AML) if issued by an ICAO contracting state and it is current. CAA

Nepal shall issue a Nepalese NCAR Part-66 Aircraft Maintenance Licence

(AML) or a Letter of Authority (LOA) against the recognized foreign AML, in

accordance with these requirements.

1.2. The AML or the LOA thus issued, permits the holder to exercise the privileges

of the AML or the LOA on Nepalese registered aircraft or aircraft components

fitted thereto.

1.3. The Recognition of Aircraft Maintenance Licence and Issue of NCAR Part-66

AML or LOA is at the discretion of the Director General.

1.4. CAA Nepal shall issue an AML or LOA only if:

a) CAA Nepal has confidence in, and understands, the Contracting State's

AML system, including meeting ICAO Annex 1 requirements.

b) applicant shall hold valid foreign licence that is issued by a CAA of

contracting state.

c) The issuing state verifies the authenticity and validity of the AML to CAA

Nepal.

d) The AML or the LOA holder has an address for working in Nepal or

working in an aircraft or component fitted thereof, registered in Nepal.

e) The AML or the LOA holder satisfies the Director General that he has

sufficient knowledge of the English language to perform the duties of an

AML or the LOA holder.

f) The foreign licence is endorsed with a rating of an aircraft type that is

registered in Nepal (for foreign nationals).

g) The licence holder passes NCAR written/oral examinations. Other

examinations may be required depending the assessment of the

applicant’s foreign licence requirements.

2. APPLICABILITY

2.1. These procedures are applicable for the purpose of:

a) Recognition of a foreign Part-66 AML (EASA countries) held by Nepalese

national and its conversion into NCAR Part-66 AML;


SECTION F



September 2020

b) Recognition of a foreign Part-66 AML (non EASA) held by Nepalese

national and its conversion into NCAR Part-66 AML;

c) Recognition of other than Part-66 AML held by Nepalese nationals and its

conversion into NCAR Part-66 AML;

d) Recognition of an AML/Certificate/Approval issued by a contracting state,

held by a foreign/Nepalese national and issue of a LOA;

NOTE: Examination credits without a licence are not recognized.

Type ratings endorsed in the licence are recognized.

3. RECOGNITION OF FOREIGN PART-66 AML (EASA countries) HELD BY

NEPALESE NATIONAL AND It’s CONVERSION INTO NCAR PART-66 AML

3.1. EASA Part-66 AML issued by an EASA Member State held by a Nepalese

national is recognized and qualifies for conversion into NCAR Part-66 AML

subject to satisfactory completion of an oral knowledge assessment of the

AML holder by CAA Nepal covering all applicable modules of NCAR Part-66

and written examination of NCAR knowledge.

3.2. Any limitations in the EASA Part-66 AML shall be included in NCAR Part-66

AML.

3.3. All the conditions in Paragraph 1.4 (a) to (g) shall be fulfilled.

4. RECOGNITION OF FOREIGN PART-66 AML (NON EASA) HELD BY NEPALESE

NATIONAL AND It’s CONVERSION INTO NCAR PART-66 AML

4.1. Part-66 AML issued by an ICAO Contracting State other than EASA member

state to Nepalese national is recognized and qualifies for conversion into

NCAR Part-66 AML subject to satisfactory assessment of the AML issuing

state Part-66 syllabus by CAA Nepal compared to NCAR Part-66 syllabus.

4.2. CAA Nepal shall advise the applicant of the result of the comparative syllabus

assessment stated above. The applicant shall be advised of any full or partial

module examination he/she may be required to complete to qualify for the

issue of NCAR Part-66 AML against the AML held by the applicant.

4.3. The applicant shall satisfactorily complete the examination/s identified in para

4.2 above and a written examination of NCAR knowledge. The applicant shall

also satisfactorily complete an oral knowledge assessment by CAA Nepal

covering all applicable modules of NCAR Part-66.

4.4. Any limitations in the applicant’s Part-66 AML shall be included in NCAR Part-

66 AML.



SECTION F



September 2020

5. RECOGNITION OF OTHER THAN PART-66 AML HELD BY NEPALESE

NATIONALS AND It’s NCAR PART-66 AML

5.1. Any other AML held by a Nepalese national, which is not based on NCAR

Part-66 or an equivalent regulation is not recognized by CAA Nepal for issue

of a NCAR Part-66 AML. In such case the applicant has to fulfill all

requirements of NCAR Part-66 for issuance of a NCAR Part-66 AML.

5.2. The experience gained on foreign registered aircraft that is logged in

personnel Aircraft Maintenance Logbook and is duly attested by the Quality

Manager of the organization where the applicant has worked shall be


5.3. Additionally, the experience shown in the personal Logbook (para 5.2) should

also be attested by the competent authority of the country where the applicant

has worked. The attestation may be in the form of a letter.


6. RECOGNITION OF AN AML/ CERTIFICATE/ APPROVAL ISSUED BY A

CONTRACTING STATE, HELD BY A FOREIGN/ NEPALESE NATIONAL AND

ISSUE OF A LOA

6.1. CAA Nepal may issue a Letter of Authority to a holder of an AML/ Certificate/

Approval issued by a contracting state on a case to case basis subject to

compliance with these requirements. The LOA authorizes the person to

exercise the privileges of his/her AML/ Certificate/ Approval on Nepalese

registered aircraft.

6.2. The application for the issue or renewal of such LOA should be made by the

employer of person seeking the LOA.

6.3. The validity of LOA issued shall be initially six months. The validity may be

renewed as described below, subject to the validity of his/her AML /

Certificates/ Approval.

6.4. The validity of the LOA issued to a foreign national may be renewed for

another year thereafter on annual basis, provided the foreign national has

valid work permit from Ministry of Labour, employment and social security and

operator concrete plan to develop Nepalese manpower. Such holder shall be

required to pass a written examination of NCAR knowledge prior to the

renewal of the LOA.

6.5. A validity of the LOA issued to a Nepalese national may be renewed once for

a further period of six months. Where such person’s service is required for

period exceeding 1 year, application should be made for recognition of the

person’s AML and issue of NCAR Part-66 AML in accordance with para 3; 4


SECTION F



September 2020

or 5 of this Chapter, as the case may be. Requirements of para 3; 4 or 5 shall

be met.

6.6. Any limitations in the applicant’s original AML/ Certificate/ Approval shall be

included in the LOA.


7. APPLICATION PROCESS

7.1. Application should be made to CAA Nepal for the conversion from a foreign

AML to NCAR Part-66 AML or to obtain a LOA. The following should be

submitted with the application:

a) A duly completed NCAR Part-66 AML Application Form F.5.1 (Appendix-

1) of this Chapter.

b) Where an application is made for issue of a LOA, a supporting letter from

the employer to demonstrate the need for the applicant to obtain the LOA;

and

c) Quality manager shall declare that the employer has pre-assessed the

applicant and deemed that he is technically competent; is able to

communicate effectively in the English language; and meets all the

prerequisites as contained in this Chapter.

d) Two recent passport-sized colored photographs for issuance of LOA.

e) Payment of applicable fee for the grant of the NCAR Part-66 AML or the

LOA in accordance with CAA Nepal Regulations.

f) Copies of:

i) the applicant’s foreign AML/ Certificate/ Approval, with details of

limitations, if applicable.

ii) the applicant’s Nepali Citizenship Certificate or passport held; if

applicable.

iii) Personal Certification Authorisation from the former employer(s); if

any.

8. ISSUE OF A LETTER OF AUTHORITY

Where a Letter of Authority is issued, it shall be on CAA Nepal Form F.5.2

(Appendix-2) of this Chapter.



SECTION F



September 2020

Form F.5.1 Appendix-1

APPLICATION FOR RECOGNITION OF FOREIGN LICENCE

1. APPLICANTS DETAILS:

1. Applicant Name

2. Applicant Address

3. Applicants Nationality

4. Applicants Date and Place of Birth

5. Applicants Age

2. FOREIGN LICENCE DETAILS:

1. Applicant Foreign Licence Number

2. Applicant Foreign Licence issued by

3. Applicant Foreign Licence date of issue

4. Applicant Foreign Licence date of Expiry

3. EMPLOYERS DETAILS:

1. Employers Name

2. Employers Address

3. Employers AMO Approval Reference

4. Employers Telephone Number

4. APPLICATION FOR: (Tick relevant boxes)

1. Recognition of a foreign Part-66 AML (EASA countries) held by Nepalese national and its conversion into NCAR Part-66 AML.

Yes NO

2. Recognition of a Foreign Part-66 (non EASA) AML held by Nepalese national and its conversion into NCAR Part-66 AML.

Yes NO

3. Recognition of other than Part-66 AML held by Nepalese national and its conversion into NCAR Part-66 AML.

Yes NO

4. Recognition of an AML/ Certificate/Approval issued by a contracting state, held by a foreign/Nepalese national and issue of a Letter of Authority (LOA).

Yes NO


SECTION F



September 2020

5. ATTACHMENTS:

1. Copy of Foreign Licence as detailed above. Yes NO

2. Copy of Applicant’s Nepalese Citizenship card Yes NO

3. Copy of Applicant’s Passport Yes NO

4. Applicable fee payment receipt Yes NO

5. 2 copy of coloured photograph Yes NO

6. Declaration of Employer for English language Yes NO

7. Assessment of employer Yes NO

8. Previous operators personal certification authorization (if any). Yes NO

6. APPLICANTS DECLARATION:

I wish to apply for my Foreign Licence Recognition as indicated and confirm that the information contained in this form was correct at the time of application. I herewith confirm that:

1. I am not holding any other NCAR Part-66 AML or Letter of Authority (LOA) issued by CAA Nepal.

2. I have not applied for any NCAR Part-66 AML or Letter of Authority (LOA) in CAA Nepal previously.

3. I never had a NCAR Part-66 AML or Letter of Authority (LOA) issued by CAA Nepal which was revoked or suspended by CAA Nepal.

4. I also understand that any incorrect information could disqualify me from holding a NCAR Part-66 AML of Letter of Authority issued by CAA Nepal.

Recommendation from Employer (If applicable):

It is hereby certified that the applicant has met the relevant maintenance knowledge and experience requirements of NCAR Chapter F.5 and it is recommended that the CAA Nepal grants or endorses the NCAR Part-66 AML or Letter of Authority.

Signed: ................................................................ Name: ......................................................

Position: .............................................................. Date: ......................................................

Name of Applicant:

Signature of Applicant:

Date:


SECTION F



September 2020

Form F.5.2 Appendix-2


Letter of Authority

Number………………

Mr. / Ms. ……………………………………………..., the holder of Aircraft Maintenance

Licence/Certificate/ Approval Number ……………... issued by …………………….........…,

whose photo and signature appears below is hereby authorized to exercise the

privileges and limitations mentioned in his original licence as per scope of organization

approved by CAA Nepal.

PP Size

Colored Photograph

Validity Signature and stamp From To

Additional Limitations if any:

____________________

for Director General

Date:

Signature