Section 3 Leaflet 1

7/30/2019 Section 3 Leaflet 1

1/23

UNCONTROLLED IF PRINTEDTERHAD PU 2103

www.dgta.gov.my 3.1 - 1 of 23TERHAD

TECHNICAL AIRWORTHINESS MANAGEMENT MANUAL

SECTION 3 LEAFLET 1

INTRODUCTION AND GUIDELINES TO BECOMING AN AEO

Applicable Regulations:1. Application of Regulations and Procedural Rules

2. Type Certification, Service Release and Design Acceptance

3. Authorised Engineering Organisations

INTRODUCTION

1. This chapter serves as an introduction to guidance chapters within this section byproviding a cross reference between regulations and guidance. It also provides amplification

of the regulatory framework under which an organisation is certified as an AEO.

PURPOSE

2. The purpose of this chapter is to provide guidance to organisations on therequirements to obtain an Engineering Authority Certificate (EAC) to operate as an AEO.

SCOPE

3. This chapter is applicable to SAO and commercial organisations seeking to operateas an AEO, to conduct design or engineering management activities for State aircraft andaircraft-related equipment. It must be noted that where any conflicts occur between the

guidance and the regulations, regulation takes precedence.

REGULATION TO GUIDANCE CROSS REFERENCE

4. The regulation to guidance cross-reference detailed in Table 1 provides the locationof further background information for particular regulations. It must be noted, however, thatthe guidance should be read within the context of the applicable regulation to which it refers.This is because the guidance is based upon engineering concepts rather than individualregulatory requirements, therefore some regulations are covered by multiple guidancereferences. Where guidance is considered Not Applicable, this generally reflects that theregulations are either self explanatory, provide a statement of fact, or are referenced inanother publication.


2/23



Table 11 Regulation to Guidance cross-reference

Regulation Title Section 3 Guidance

1 APPLICATION OF REGULATIONS AND

PROCEDURAL RULES

1.1 General Not Applicable

1.1.1 Applicability Not Applicable

1.1.2 Rule making Not Applicable

1.1.3 Application of these regulations Chapter 1

1.1.4 Exemptions Chapters 1 and 2

1.1.5 Authoritative airworthiness advice Chapter 5

1.1.6 Rules of interpretation Not Applicable

1.2 Design Acceptance Representatives Not Applicable


1.2.2 Application for delegation as a DAR Not Applicable

1.2.3 Scope of delegation Chapter 2

1.2.4 Eligibility Chapter 2

1.2.5 Certificates of authority Not Applicable

1.2.6 Duration of certificates Not Applicable

1.2.7 Delegation of DAR responsibilities Not Applicable

1.3 Airworthiness StandardsRepresentatives

Not Applicable


1.3.2 Application for delegation as an ASR Not Applicable

1.3.3 Eligibility Not Applicable

1.3.4 Certificates of authority Not Applicable

1.3.5 Duration of certificates Not Applicable

1.3.6 Delegation of ASR Responsibilities Not Applicable

2 TYPE CERTIFICATION, SERVICERELEASE AND DESIGN ACCEPTANCE



2.2 Type Certification Not Applicable


2.2.2 Issue of a Type CertificationRecommendation

Chapter 7

2.2.3 Issue of a Design Acceptance certificatefor new aircraft or major changes

Chapter 7

2.2.4 RMAF Statement of Requirements (SOR)for new aircraft or major changes

Chapter 7

2.2.5 Airworthiness standards for new aircraft ormajor changes

Chapter 7

2.2.6 Statement of Operating Intent Chapter 7


3/23



2.2.7 Recognition of prior acceptance Chapter 7

2.2.8 Type Design Chapter 7

2.2.9 Type Records Chapter 7

2.2.10 Reserved Not Applicable

2.2.11 Compliance findings Chapter 7

2.3 Special Flight Permits Chapters 7 and 142.4 Service Release for Major changes to

Type DesignChapter 14

2.5 Changes to the Type Design Not Applicable


2.5.2 Design Acceptance system for changes toa Type Design

Chapter 7

2.5.3 Classification of changes in Type Design Chapter 7

2.5.4 Changes requiring a new MSTC Not Applicable

2.5.5 Supplemental Type Certification Not Applicable2.5.6 Design Acceptance for minor changes to

Type DesignChapter 7

2.5.7 RMAF Statement of Requirements forminor changes

Chapter 5

2.5.8 Airworthiness standards for minor designchanges

Not Applicable

2.5.9 Assumption of Design Acceptancecertification

Chapters 2 and 7

2.6 Other Certification Issues Not Applicable

2.6.1 Changes to Planned Withdrawal Date Not Applicable2.6.2 Changes to SOI Not Applicable

2.6.3 Issue of Certificate of Airworthiness Chapter 2

2.6.4 Reserved Not Applicable

2.6.5 Notification of unairworthy conditions Chapter 2

2.7 Civil Leased Aircraft Not Applicable

2.7.1 Definition Not Applicable

2.7.2 Applicability Chapter 16

2.7.3 Recognition of civil aviation regulatory

systems

Chapter 16

2.7.4 Continued Compliance Chapter 16

3 AUTHORISED ENGINEERINGORGANISATIONS



3.1.2 Exemptions Chapter 1

3.2 Engineering Authority Certificates Not Applicable


3.2.2 Certificate required Not Applicable

3.2.3 Sponsor AEO requirements Chapters 1, 2, 3 and 4

3.2.4 Application Chapter 1


4/23



3.2.5 Audits Chapter 1 Annex AChapters 2 and 3

3.2.6 Issue of a Certificate Chapter 1

3.2.7 Duration Chapter 2

3.2.8 Engineering Management Plan Chapter 1

3.3 General Requirements of Issue Not Applicable

3.3.1 Definitions Not Applicable

3.3.2 Personnel Chapters 1 and 2

3.3.3 Design Support Networks Chapter 1 Annex AChapters 2 and 4

3.3.4 Design control system Chapters 2 and 6

3.3.5 CI management system Not Applicable

3.3.6 Data Chapters 1 and 9

3.3.7 Equipment, tools and facility requirements Chapter 1 Annex A

3.3.8 Records Chapter 93.3.9 EMS internal evaluation system Chapter 2

3.3.10 Documentation control Chapter 9

3.4 Design Control Not Applicable

3.4.1 Design control system Chapter 6

3.4.2 Data Management Chapter 9

3.4.3 Issue of Design Approval certification Chapter 6

3.4.4 Design Review Chapter 6

3.4.5 Judgement of Significance Chapter 6

3.4.6 Design Acceptance Chapters 2 and 7

3.5 CI Management Not Applicable


3.5.2 Technical Information Review Chapter 5

3.5.3 Maintenance Engineering Analysis Chapter 8

3.5.4 Aircraft Structural Integrity Management Chapter 11

3.5.5 Engine Structural Integrity Management Chapter 17

3.5.6 Modifications Not Applicable

3.5.7 Substitutions Not Applicable

3.5.8 Deviations Not Applicable

3.5.9 Aircraft stores clearance and certification Not Applicable

3.5.10 Aerial Delivery Clearances Not Applicable

3.5.11 Special Technical Instructions (STIs) Chapter 8

3.5.12 Incorporation Approval Chapter 10

3.5.13 Service Release for Minor changes toType Design

Chapter 10

3.5.14 Management of type design data Chapter 9

3.5.15 Instructions for continuing airworthiness Chapter 8

3.5.16 Flight manuals and aircraft operatinginstructions

Chapter 8 Chapter 10

3.5.17 Weight and balance Chapter 19


5/23



3.5.18 Non destructive testing Not Applicable

3.6 Operating Requirements Not Applicable

3.6.1 Continued compliance Chapter 2

3.6.2 Changes to an AEOs organisation Chapter 1 Annex AChapter 2

3.6.3 Inspections and audit Chapter 3

TYPES OF AEO

5. How the regulations are applied, and therefore how an organisation is certified as anAEO, is not the same in every case. The process will vary depending on the nature of thework to be performed, and the organization performing that work. As a general rule,however, there are three broad categories, and they are explained below along with anexplanation of the general process to be followed for certification.

6. For off-aircraft applications, note that Section 1 Chapter 5 provides guidance ontailoring of the regulations. Depending on the application, tailoring of the regulations may

include relaxation of the requirement for the organisation to be an AEO. Note also that fordesign changes classified as Minor in accordance with regulation 2.5.3, regulation 2.5.6provides some scope for these designs to receive Design Acceptance certification by theDAR from a non-AEO.

SAO AEO

7. SAO AEOs are generally established from scratch, and therefore free to establish anEngineering Management System (EMS) based on literal compliance with the regulations.SAO AEOs will find that the bulk of this chapter, including much of the guidance contained inother chapters within this section, will be directly relevant. Refer to para 16 below for a top-level amplification of the regulations.

8. SAO organisations requiring an EAC are to submit a formal request to DGTA inaccordance with Regulation 3.2.4. The submission is to include an EMP and copies of allreferenced plans and procedures. Note that DTA staff will normally provide guidance ondevelopment of the submission through preliminary review of draft documentation.

Commercial AEO for initial design and production (OEM)

9. An aircraft or major system OEM is in almost all cases an established manufacturerof aircraft and/or related equipment; without such a standing it is unlikely to have beenawarded a contract with the Government of Malaysia. The basis for AEO certification ofOEMs relies on the determination as to whether its existing systems and processes meet theintentof the regulations.

10. The OEMs existing design control system may already be certified by otherrecognised military forces or NAAs listed in regulation 2.2.7. Existing certifications providegreater confidence in the organisation, and may assist to reduce both the requirements aswell as the amount of effort necessary for AEO certification. Despite this, it is important toascertain the relevance of the existing certification(s) to the SAO scope of work, whether theteam assigned to the SAO contract is covered under that certification, and whether thecertification is maintained by an adequate surveillance program.

11. An OEM is recommended for AEO certification by the sponsor AEO or SAO ProjectOffice (PO) responsible for the contract. The format of documentation submitted by the OEMis an EMP. The EMP is to contain:


6/23



a. a cross-reference matrix between the regulations and where the OEMsexisting system of procedures meets the regulations intent;

b. a description of the OEMs organisational structure, particularly thoseelements and locations that are to be assigned to the Government contract; and

c. a statement by the Senior Executive declaring that the management system

documented in the EMP will be applied to the Government contract.

12. The OEM may not always be willing to make fundamental changes to theirmanagement system to demonstrate literal compliance with the regulations, therefore aninitial evaluation of an OEM for AEO certification is frequently an EMP improvementexercise. This provides the opportunity to gain further insight into the OEMs existing system,to ensure that it is adequately described and referenced in the EMP. Further, it is expectedthat the OEMs EMP will be quite a small document, likely less than 10 pages.

13. Sponsor AEO responsibilities are described in more detail in Section 3 Chapter 4.Note that this chapter mandates DGTA staff involvement in initial AEO evaluations for newaircraft types and substantial upgrades to existing types. Sponsor organisations are

encouraged to contact DGTA staff for advice.

14. Alternative means of compliance. Alternate means of compliance with theregulations in Section 2 are available when certification against alternate regulatory systemsor standards can be demonstrated. For these alternative systems, providing certification ismaintained via an ongoing surveillance program, compliance with the intent of someregulations may be assumed. The TAR has assessed alternate regulatory systems againstthe regulations in Section 2; an alternative means of compliance strategy can be found forthese alternate systems beginning at Annex C.

Commercial AEO for in-service support

15. For commercial organisations providing in-service support, many of the principles ofAEO certification for an OEM apply. The key difference, however, is greater variation in howthe organisation has been established to service the contract. Even in the event that theOEM is involved via its Malaysian Government subsidiary, the contracted organisation mayshare little in common with the OEM itself. Therefore, the existing quality, stability, andcertifications of the OEM cannot necessarily be applied to the in-service contractor. Initialevaluations (in particular) are generally more involved as a result. For further guidance, referto Section 3 Chapters 3 and 4. In particular, the TAA has mandated DGTA staff involvementfor initial and surveillance activities for specific commercial AEOs. DGTA staff are availablefor further advice.

TOP- LEVEL AMPLIFICATION OF REGULATIONS

Organisational Requirements

16. The TAR assigns EA to organisations based on an evaluation of their competenceand capability. This evaluation conforms to the OPPD model, that is, an Organisation isauthorised by the TAR if it has competent Personnel, documented Processes and access toauthoritative Data. Further amplification of these requirements is provided in the followingparagraphs.

Organisational Systems

17. Organisations must implement a system (or framework) within which engineeringactivity will be conducted. While an ISO 9001 quality system forms the basic standard, theTAR prescribes additional requirements to assure technical airworthiness.


7/23



18. Quali ty Management Sys tem (QMS).An organisation-wide QMS is fundamental toany assignment of EA as it establishes a level of control and consistency over anorganisations activities. Certification to SIRIM ISO 9001 or equivalent is the minimumstandard of QMS required, however since ISO 9001 does not meet all of the TARs technicalairworthiness requirements by itself, Regulation 3.2.6 requires organisations to have both acertified QMS and an Engineering Management System (EMS) acceptable to the TAR. TheEMS can be considered an extension of the base QMS for engineering activities within the

SAO aviation environment.

19. Engineering Management System (EMS). An organisations EMS comprises theorganisational structure, responsibilities, processes, procedures and resources that it appliesto the conduct and management of engineering. The TAR requires that an AEO must havean EMS with the following key elements:

a. Engineering Management Plan (EMP). All AEOs must maintain an EMP thatencompasses the entire engineering organisation forming the AEO. An EMP provides areference to the engineering plans, processes and procedures with which the organisationmust comply and thus provides a baseline for initial assessment of the organisation as anAEO. EMPs are approved by the applicants SDE and accepted by the TAR as part of the

evaluation process leading to provision of an EAC. Annex A contains guidance on preparingan EMP in accordance with Regulation 3.2.8.

b. Design Supp ort Network (DSN). Few, if any, AEOs will have the internalresources necessary to conduct engineering activities autonomously. As a result, AEOsmust establish a formal network of external organisations to fill the gaps in their engineeringcapability. Such a network, referred to as a DSN, is an essential element of an AEOs EMSand must be described in the AEOs EMP. DSN requirements are more fully described inSection 3 Chapter 4.

c. Senior Desig n Engin eer (SDE). Each AEO must identify oneperson, theSDE, responsible to the Senior Executive for ensuring compliance of the organisation with

the TARs regulations. SDEs are responsible for assigning EA to individuals within the AEOto perform design and CI management activities. SDEs are also responsible for DesignApproval certification of designs generated within their AEO, either personally or bymonitoring compliance by staff with approved procedures. The role of SDEs is prescribed inRegulation 3.3.2 and described further in Section 3 Chapter 2. AEOs may further choose tonominate Deputy Senior Design Engineers (DSDEs) to perform a range of SDE-levelfunctions as a means to improve organisational efficiency, however, the use of DSDEs is notmandatory. Further, the appointment of DSDEs does not remove the singular responsibilityof the SDE for overall management of the AEOs EMS and its compliance with theregulations.

Personnel

20. The TAR requires that EA is only assigned to personnel with appropriatequalifications, training and experience for the scope and level of authority to be assigned. Toassign internal EA in accordance with Regulation 3.3.2, SDEs must firstly define anengineering organisational structure as a subset of the overall structure of the parentorganisation. (Note that the engineering organisational structure may include individualsexternal to the immediate AEO where required. For example, limited EA may be assignedfrom the SDE of an AEO to an external organisations Senior Maintenance Manager). Thisstructure needs to identify the scope and level of EA required by each position and theassessment criteria applied in assigning that EA, and should include not only DEs but allpersonnel performing engineering activities. This requirement assures the TAR that the AEO

is employing sufficient competent and authorised personnel to carry out the full scope ofengineering activities to be undertaken by the AEO.


8/23



21. The minimum qualifications, experience and attributes required for the SDE, DSDEsand DEs are prescribed in Annexes A and B to Regulation 3. The SDE may choose to add tothese requirements in accordance with the role and nature of the AEOs activities (eg.specific weapon system or technology experience). These additional requirements should bedocumented within the EMP. In selecting personnel to fill these positions, should applicantsfail to meet any of the criteria for the position, then an exemption must be sought. The AEOmust apply to the TAR for an exemption for personnel failing to meet the EMP requirements

for SDE or DSDE, as well as DE positions where the Regulation 3 Annex B requirementshave not been met. Should a DE applicant meet the requirements of Regulation 3 Annex Bbut not the additional DE requirements prescribed within the AEOs EMP, then the SDE ofthe AEO is able to issue a local exemption. For further information regarding exemptions seeparagraph 28.

22. The minimum qualifications required for a DE at Annex B to Regulation 3 arepresented as two options. The option at para 1.a.(ii) requires sufficient qualifications formembership to the Institution of Engineers, Malaysia (IEM) as an Officer Member (OMIEM).While IEM accepts applications for OMIEM based solely on experiential-based qualifications(such as a Certificate in Frontline Management), the TAR requires that DE applicants haveacademic-based qualifications. These are qualifications gained through attendance at a

formal course conducted by a recognised tertiary institution. This requirement of the TAR,while additional to the general IEM minimum, is flexible in application. That is the TAR doesnot specify any minimum standard for the qualification (eg Diploma), the requirement simplybeing that the qualification is suitable and relevant to the scope and level of EA to beassigned to the DE. If there is any doubt, SDEs are encouraged to refer to DGTA for advice.

Processes

23. Regulation 3.2.4 requires AEOs to maintain and follow documented, controlled andapproved procedures for all their engineering activities. AEOs shouldalready have arigorous documentation control procedure, as this is a prerequisite for QMS certification. TheTAR further specifies a number of essential processes, such as internal assignment ofauthority, Design Support Networks, and the Design Control system. Additional requirementsare specified for those AEOs that undertake CI management activities.

24. The need for the TAR to mandate processes and procedures above those requiredby ISO 9001 is sometimes questioned. The reality is that ISO 9001 is a generic standard,which is to be adapted to meet specific industry requirements (a point which is oftenoverlooked). In Regulation 3 the TAR has defined the level of adaptation required to meetthe specific needs of the State technical airworthiness regulatory framework. This approachis in fact very similar to that taken by all recognised National Airworthiness Authorities, suchas CASA and the FAA, which prescribe specific requirements for design and management ofaircraft and aircraft-related equipment.

25. AEOs, depending on the scope and level of EA assigned to them, are also expectedto maintain a number of plans subordinate to their EMP, some of which are prescribed byregulations. Such plans include the Engine Structural Integrity Management Plan (ESIMP)and Aircraft Structural Integrity Management Plan (ASIMP). A listing of plans and keyprocedures required by AEOs is provided at Annex B.

Data

26. As a quality certified organisation, every AEO will already have identified a set ofquality records for retention. Regulation 3.3.6 complements and reinforces this requirementof the quality standard by requiring AEOs to maintain access to data that relates specifically

to the engineering being performed, particularly for design control activities and relateddecisions. For AEOs that manage whole aircraft types, Regulation 3.3.6 also covers themost important data set of all; that is, the aircraft Type Design data. The regulations aim toensure that all data used by the AEO to make engineering decisions is available, relevant,


9/23



authoritative and approved for use. For further information concerning data, refer to Section3 Chapter 9.

APPLICATION OF THE REGULATIONS

27. Compliance Assurance. Initial and ongoing compliance with TAR regulations bySAO AEOs will be assessed by DGTA through compliance assurance activities, as

prescribed by Regulations 3.2.5 and 3.6.3. SAO AEOs will, in turn, perform complianceassurance monitoring of commercial AEOs they sponsor within their DSNs (with theassistance of DGTA as required). Section 1 Chapter 6 describes the process used by theTAR to evaluate AEO applicants and to monitor ongoing compliance through surveillanceand audit. Section 3 Chapter 4 provides additional guidance on SAO sponsor AEOresponsibilities, while Section 3 Chapter 3 provides specific guidance on the conduct ofcommercial AEO audits.

28. Exemptions to Regulat ions. In exceptional circumstances, an AEO (or AEOapplicant) may seek exemption from one or more of the regulatory requirements, asprovided by Regulation 3.1.2. Regulations that are clearly not applicable to the scope ofwork to be performed by the AEO should be indicated as Not Applicable within the EMP

compliance matrix, and do not require exemption. Exemptions are for regulations thatordinarily should apply, but for some reason cannot be complied with. Such instances are tobe fully justified and dealt with on a case-by-case basis through negotiation between SDEsand DGTA acting on behalf of the TAA. Application for, and approval of, such exemptionsmust always be confirmed in writing. Approved exemptions will also stipulate the timeframefor which the exemption is valid.

29. Appl icat ion to Designs not Af fect ing Airworth iness. Section 1 Chapter 5describes how the regulations apply to RMAF aircraft and aircraft-related equipment, and toother aviation system engineering activities in the SAO.

NoteThe regulations promulgated in TAMM are primarily focussed on ensuring technical airworthiness. They are no tintended toaddress broader OH&S implications.

PRODUCTION

Scope

30. Regulation 3.5.19 covers new aircraft, CIs and any aeronautical product producedspecifically for that CI, such as cabling harnesses, mounting brackets, etc. It is not intendedto apply to production of lower-level aeronautical product, such as wiring, connectors andfasteners. It is also not to b e appl iedto existing non-AEO OEM suppliers of CIs for in-

service use where the OEM is not involved in any integration or installation design activity foran existing Type Design. In other words, regulation 3.5.19 appl ieswhere a requirementexists to establish a commercial AEO to produce (as well as design) a new aircraft, or designa change (requiring some degree of production) to an existing Type Design.

31. Rather than regulating Authorised Production Organisations, Production (asdefined) may be authorized under an organisations AEO certification, providing the EACapplicant can demonstrate appropriate production control and management systems asspecified in regulation 3.5.19. In particular, please note the following:

32. 3.5.19.c(3). Procedures defining the manner of production address the interfaceissues between the production and design organisations. Such interfaces are essential to

ensure that in the event of problems with production, adequate documented procedures arein place to cover part or material substitutions as well as deviations from the approved


10/23



design, as required. Further, appropriate engineering staff must be involved in the decisionmaking process, and appropriate records are generated from such actions.

33. 3.5.19.c(7)(iii). An essential aspect of production is the certification by the productionorganization that the product conforms to all specified requirements. Note that this maybe inthe form of a Certificate of Conformance.

MODIFICATION INSTALLATION

Significant aircraft maintenance activity

34. A significant aircraft maintenance activity is the determinant as to whether anorganisation performing modification installation to an existing Type Design aircraft requirescertification as an AMO in accordance with Regulation 4. Significant aircraft maintenanceactivities are defined at Regulation 3.5.20.a(2). The AEO applicant should make adetermination as to whether significant aircraft maintenance activity is likely to occur duringthe modification installation, and therefore either submit an application for AMO certification,or adjust the level and scope of proposed AEO certification to suit. The following paragraphsamplify arrangements once this determination has been made.

35. Fleet-wide Modif icat ion Instal lat ion WITH signif icant aircraft maintenanceactiv i ty. For any modification installation to an existing Type Design that is conductedconcurrently with, or requires substantial maintenance activity, the organisation conductingthe fleet-wide installation must be authorised as an AMO, holding a valid MAC for theapplicable scope and level of work required. Regulation 3.5.19 refers.

36. Fleet-wide Modif icat ion Instal lat ion WITHOUT signif icant aircraft maintenanceactiv i ty. The TAR acknowledges that there may be instances where a commercialorganisation is contracted to design, develop, produce and install modifications to an existingType Design, and the organisation will be required to achieve and maintain AEO

certification. For those instances when fleet-wide installation will not involve substantialmaintenance activity, the TAR does not require the organisation conducting the installationto become an authorised AMO. Rather, the organisation will have to demonstrate that theapplicable Aircraft Maintenance Regulations (AMRs) have been adequately addressed andprocesses documented, refer to Regulation 3.5.20.

37. Certification as an AEO including modification installation can be achieved byincluding the additional AMR requirements within the AEO submission, and the EA scopewill be assessed and assigned to reflect the modification installation requirements. Note thatthis option is made available by the TAR to recognise that the management overheadsassociated with obtaining full AMO certification, in addition to AEO certification, may beexcessive if the modification installation activity is relatively simple. This option does not

preclude the commercial organisation from obtaining AMO certification. Further, fororganisations with existing procedures compliant with other regulatory systems, complianceof these procedures with the intent of regulation 3.5.20 will need to be demonstrated (as analternative to the development of new procedures).

38. Trial modif icat ions. The installation of a modification for the purposes of designdevelopment, prototyping and trial may be undertaken by the AEO that is developing themodification. The AEO must be able to demonstrate adequate controls over the installationprocess, to ensure that the technical airworthiness of the trial aircraft is not compromised.Regulation 3.5.6.b details the minimum requirements for trial modifications.

Annexes:

A. Guidelines on the Content of an EMP

B. Examples of Plans and Procedures Required by AEOs


11/23



C. Alternative Means of Compliance SAE AS9100 Revision A


12/23



Annex A to..Sect 3 Chap 1

GUIDELINES ON THE CONTENT OF AN EMP

1. These guidelines are intended to assist EAC applicants to prepare an EngineeringManagement Plan (EMP). The purpose of an EMP is to provide a roadmap to an

organisations Engineering Management System (EMS), that is, the organisationalstructure, responsibilities, procedures, processes and resources that an organisationapplies to its conduct and management of engineering. Accordingly, an EMP builds uponan organisations Quality System and focuses the principles of quality management uponengineering (an EMP may be considered as a Quality Manual for engineering in theaerospace environment). The EMP may be focussed on engineering applied by theorganisation to manage an existing aircraft weapon system (for example, a SPO), a project(for example, an aircraft acquisition project), or specialist engineering services provided(for example, Non Destructive Testing).

2. The EMP provides a documented baseline for evaluation and audit of theengineering system to verify its effectiveness. As such, the EMP is the key document

supporting the assignment of EA to an organisation. Note that many organisations haveestablished a system that supports design activity on aircraft and aircraft-relatedequipment that has been developed over time to comply with other regulatoryenvironments (for example CASA, JAA, FAA, US DoD, UK MoD). The EMP is thedocument that discloses how these established processes and procedures meet the Statetechnical airworthiness regulatory requirements, as the TAR does not necessarily expectthat organisations will develop a unique range of processes and procedures in support ofthe SAO. In such cases, the EMP could simply be an interface document pointing toexisting established processes to meet State regulatory requirements. The guidance belowcovers the minimum content requirements of an EMP prescribed by Regulation 3.2.8.

GUIDANCE ON REGULATION 3.2.8

Introduction

3. The EMP should begin with an introduction describing the role of the organisation inbroad terms along the lines of a mission statement. Following on from this statement ofpurpose should be a description of the strategy being adopted for overall management ofthe supported aircraft weapon system/s. This description should indicate the balancebetween the AEO and external agencies (including contractors) in the long-termmanagement of the weapon system/s. By identifying the existence of relationshipsbetween these organisations, the introduction prepares the reader for explanation of thedetails of those relationships in the body of the EMP.

Statement by Senior Executive

4. The Senior Executive is the person in overall charge or command of the organisation,thus this position has control of resource and schedule issues which impact uponengineering processes. The statement by the Senior Executive provides the top-levelcommitment by the organisation to meet its regulatory requirements as an AEO. TheSenior Executive is required to confirm that the EMP and all referenced plans, proceduresand instructions accurately reflect the engineering organisation. The Senior Executive isalso required to give an undertaking that the necessary resources are available for theAEO to carry out its engineering activities.

Regulation Compliance Table

5. The EMP is to include a table, or matrix, cross-referencing each regulationrequirement to the specific plans, procedures and instructions used to demonstrate


13/23



compliance with the requirement. The compliance matrix serves multiple purposes, asfollows:

6. It provides the AEO applicant with a systematic approach to developing the EMS tosatisfy all the relevant regulatory requirements. The process will highlight areas where anorganisations existing management system requires further definition to address all of theTARs procedural requirements.

7. It allows the organisation to identify which regulations are relevant to the scope ofwork sought as an AEO and also those that should be highlighted as not applicable. Forthose regulations deemed to be not-applicable, a brief justification should be included inthe compliance matrix. Regulations that are applicable but require no direct action ordocumented process should be annotated as noted.

8. A properly completed compliance matrix greatly assists the TARs review of theoverall applicability and compliance of the applicants EMS in the evaluation phase leadingto AEO certification. The compliance matrix allows the TARs staff to verify by desktopreview that the applicants documented system meets the regulatory requirements. Thisgives confidence that the organisation understands the regulatory requirements and

generally results in a smoother compliance (on-site) evaluation.

9. The compliance matrix should be structured to show compliance of the applicantsEMS against all regulations, down to sub-numbered level, from Regulation 1 throughRegulation 3. An example compliance matrix for the fictitious XXSPO organisation isshown at Appendix 1.

Scope of Engineering Activities

10. The scope statement, together with the level statement described below, puts theremainder of the EMP into context by establishing the bounds of the activities to beperformed by the organisation and its need for authority from the TAR to perform thoseactivities.

11. The scope of engineering activities is to be described by some combination ofsystems and design services. System scope is to be defined in terms of aircraft type-specific systems, sub-systems or major assemblies, further refined as necessary bysystem classification (for example primary, secondary or tertiary structure) or systemcriticality. There is no need to include in the EMP an exhaustive list of all CIs to bemanaged by the AEO; this information should be visible through other configurationmanagement documents. Design service scope is to include provision of one or moreprocesses, technologies or disciplines. Where necessary, the design services beingprovided may be further defined in terms of design change significance.

12. The scope of engineering authority sought by an applicant must be consistent withorganisational structure, competence and extent of external support networks. Forcommercial AEOs the scope of EA awarded by the TAR cannot exceed that defined in theformal instrument with the SAO sponsor AEO. Commercial AEOs should thereforecarefully review the engineering requirements of their contract or other formal instrument toensure that all relevant activities which require EA are included in the EMP. Equally, theEMP should not seek EA for activities outside the scope of work of the formal instrument.

Level of Engineering Activities

13. Level relates to the highest level of engineering authority exercised for the scope of

activity. The highest level exercisable by a commercial AEO is Design Approvalcertification, as defined by Regulation 3.4.3. Design Acceptance certification is a Malaysiacorporate governance function, therefore only a SAO AEO with a resident DesignAcceptance Representative (DAR) can be awarded organisational EA for Design


14/23



Acceptance certification. In this case the EA awarded to the organisation complements thepersonal delegation given to the DAR.

14. Where the highest level of EA varies for different activities within the scope, the levelof EA for each activity or group of activities should be identified. Similarly, if the highestlevel of EA does not incorporate lower levels of EA then this should also be highlighted.For example, a SAO AEO may require authority for Design Acceptance certification for all

aspects of the aircraft weapon system design, but may only be able to perform DesignApproval certification for a limited scope commensurate with the internal competence andcapability of the organisation.

15. The description of scope and level, or levels, of activity in the applicants EMPcombines to define the statement of organisationl EA being sought from the TAR. Thisdetermines the bounds for assessing the organization against all elements of the OPPDmodel described earlier. The rest of the EMP should explain how the organisation isstructured to perform the full scope and level of engineering activities.

Organisational Certifications

16. Regulation 3.2.6 requires the applicant to hold ISO 9001 or equivalent qualitycertification relevant to the scope of work to be performed as an AEO. The importance ofquality certification is discussed in the main body of this chapter. The EMP is required toprovide evidence of quality certification and should fully define the scope of activitiescovered by the certification, which must include the complete scope of work to beperfromed as an AEO. The EMP should also specify any other relevant engineering orairworthiness certifications (such as those awarded by CASA, JAA, FAA, UK MoD, USDoD etc) that would aid the TARs overall assessment of the competence and capability ofthe organisation. This includes any previous or current EACs awarded by the TAR. If theapplicant has an existing EAC the EMP should clearly identify the new scope and level ofEA being sought and demonstrate how the organisation has extended its EMS to cover thenew or expanded scope of work.

Organisation Chart

17. The purpose of the organisation chart is to identify allthose appointments within theAEO that will exercise EA, in accordance with Regulation 3.3.2. This allows the TAR todetermine whether the staffing structure is appropriate to support the whole scope ofengineering activities. It also highlights the lines of responsibility and access requirementsbetween key personnel, for example, between the Senior Executive and SDE as requiredby Regulation 3.3.2. The organisation chart should list position titles rather than individualnames.

18. The organisation chart should identify the positions of:

a. the Senior Executive;

b. the Senior Design Engineer (SDE);

c. any Deputy SDEs (DSDEs);

d. Design Engineers (DEs); and

e. other positions requiring EA (including positions external to the organisation).

19. Accompanying the organisation chart should be a brief narrative of the scope andlevel of engineering responsibilities associated with each position or type of position. Notethat positions requiring EA at a level lower than DE may be disclosed in general terms, thatis not every individual position is required to be shown.


15/23



SDE and DSDE details

20. Having identified in the organisation chart all positions requiring EA, the EMP mustthen include detailed curriculum vitae for the actual persons nominated for the SDEposition and any DSDE positions. The qualifications, training and experience of the SDEand DSDEs (if nominated) are required because the TAR personally assesses thesuitability of these individuals against the criteria in Regulation 3 Annex A. The TAR

accepts the SDE and any DSDE appointments as part of acceptance of the EMP as thebasis for the AEO. Unless otherwise specified the TAR allows the SDE appointment toexercise EA for the whole scope of organisational engineering activity. Additionally,DSDEs may be granted EA for the full scope of engineering activity (equal to that of theSDE) if the person demonstrates the necessary competence. However, the SDE remainsthe sole person responsible for management of the AEOs EMS.

Design Support Network (DSN)

21. The DSN description collates a number of regulatory requirements on the AEO toestablish relationships with external support agencies. There are certain types oforganisations that mus tbe included in the applicants DSN, as listed in Regulation 3.3.3.

Applicants should first read Regulation 3.3.3 and Section 3 Chapter 4, Getting HelpDesign Support Networks, for a thorough understanding of DSN requirements before

completing this section.

22. The EMP should provide, through its description of DSN members and services, arationale of how the DSN is structured to enable the AEO to achieve its full scope ofengineering responsibilities. Applicants who intend to rely substantially on subcontractorsto provide engineering activities will need to clearly demonstrate how the subcontractorswill be evaluated, selected and monitored (which includes audit) to ensure that thesubcontractors meet both the TARs regulatory requirements and the technicalrequirements of the AEO.

23. A crucial element of support provided by external agencies is the provision ormanagement of data related to CIs managed by the AEO. For this reason, the DSNsection in the EMP must also include:

24. A list of all sources of technical information (TI). This listing allows cross-reference tothe DSN to ensure that the AEO has established links with all external sources of technicalinformation that could affect the AEOs airworthiness management of a CI or CIs (for thoseAEOs that manage CIs).

25. An explanation of any data access agreements and associated intellectual propertyrights, as prescribed by Regulation 3.3.6. Such agreements with the data provider (anoriginal equipment manufacturer for instance) should address not only the direct access

needs of the AEO, but also the possibility of third party access requirements forsubcontractors assisting the AEO.

26. Interface arrangements with DSN members for management of Type Design data, toensure that only relevant and authoritative data is used. These arrangements may cover,for example, the provision of Type Design data held by the AEO (as CI manager) to DSNmembers to assist in a specific task, or the provision of Type Design data from an OEM tothe AEO on an as-needed basis. As previously mentioned these arrangements along withthe other data-related requirements complement the overall description of DSNrelationships in the EMP.

27. The TAR acknowledges that it can take some time to establish mature relationshipswith all DSN members. Hence, the emphasis during an initial AEO evaluation is to ensurethat the AEO applicant has identified all the relevant external organisations and hasevaluated those organisations for their suitability to provide competent engineering


16/23



services. The EMP, at the time of submission to the TAR, should clearly reflect the currentstatus of each DSN member, as well as the proposed mature relationship and the plan forachieving the mature arrangement (for example, subcontract, Memorandum ofUnderstanding or other formal agreement).

Locations of Engineering Activities

28. This section helps to define the overall organisation that comprises the AEO,especially where the organisation performs work under its AEO scope at multiple sites.The EMP should also identify those elements of engineering activity that are carried out atDSN member locations, particularly for major subcontractors. This is cross referencedagainst the preceding information on DSN relationships and organisational interfacerequirements.

29. The EMP should provide sufficient information to demonstrate that each of theOrganisation, People, Processes and Data (OPPD) elements are in place at each locationwhere work will be undertaken by the AEO. The TAR will determine which locations of theapplicants organisation, and subcontractors where applicable, require onsite audit as partof the initial AEO evaluation process, per Regulation 3.2.5.

Equipment, Tools and Facilities

30. Once the locations of all engineering activities within the scope of the AEO areidentified, the EMP should then describe the necessary equipment, tools and facilities(ETF) at these locations to support these engineering activities. For example, the AEOmay need access to specialist ETF in order to develop and test a design before DesignApproval certification can be made. The ETF could be both software (for example, a finiteelement modeling package) and hardware (for example, an ultimate tensile strengthtesting machine). Arrangements for access to ETF not possessed by the applicant are alsoto be described.

EMP Amendment Process

31. The SDE approves all changes to the EMP, however prior acceptance from the TARis required before issuing an amendment that would alter the basis of AEO certification.These specific instances are prescribed in Regulation 3.6.2 and cover changes to the keypersonnel, scope or location of engineering work. The EMP should acknowledge therequirement for such proposed changes to be sent to the TAR, either directly, in the caseof a SAO AEO, or through the sponsor AEO in the case of a commercial AEO. The TARwill determine if any additional compliance assurance activity is required prior to acceptingan organisational change. A change to the engineering scope will trigger, at a minimum,reissue of the Letter of Engineering Authority. In general minor changes to an EMP (such

as correction of typographical errors, references to updated procedures etc) do not requireprior acceptance by the TAR.

Contacting TAR Staff

32. Airworthiness Regulation Section is the regulatory arm of DGTA, responsible formanaging the evaluation of new AEO applicants on behalf of the TAA. SAO organisationsseeking further advice on the preparation of an EMP should contact ARS-DTA staffdirectly. Commercial AEO applicants should contact their SAO sponsor AEO in the firstinstance, although DGTA may provide further guidance if required. The AEO complianceassurance activities conducted by ARS-DGTA are detailed in PU 2103 (TAMM), Designand Technology Services Support Manual, Section 2 Chapter 1.

Appendix:


17/23



1. Example Regulation Compliance Matrix XXSPO


18/23



EXAMPLE REGULATION COMPLIANCE MATRIX XXSPO

Table 1A11 Example Regulation Compliance Matrix XXSPO

Regulation Title Compliance

1.1 General Noted

1.1.5 Authoritative AirworthinessAdvice

XXSPO SI(LOG) 2-26 TechnicalInformation

1.2 Design AcceptanceRepresentatives

WGCDR Barnes Wallace appointedXXSPO DAR vide certificate no.

DTA666

1.2.7 Delegation of DARResponsibilities

XXSPO SI(LOG) 2-18 Assignment ofinternal EA

1.3 Airworthiness StandardsRepresentatives

Not Applicable

2.1 General Noted

2.2.2 Issue of a Type CertificationRecommendation

Refer ASD QMS procedure 3-5-1-1Type Certification Plan Development

2.2.3 Issue of a Design Acceptancecertificate for new aircraft or

major changes

Refer ASD QMS procedure 3-2-1-10Design Acceptance

2.2.4,2.2.5

RMAF SOR, Airworthinessstandards for new aircraft or

major changes

Refer ASD QMS procedures 3-3-3-1(Specification Development) and 3-

3-3-2 (Statement of WorkDevelopment)

2.2.6 Statement of Operating Intent Refer ASD QMS procedure 3-3-1-1

2.2.7 Recognition of prioracceptance

Refer ASD QMS procedure 3-5-1-1

2.2.8,2.2.9

Type Design, Type Record Refer ASD QMS procedure 3-5-1-1

2.2.10 Reserved

2.2.11 Compliance Findings Refer ASD QMS procedure 3-2-1-6PDAS Development

2.3 Special Flight Permits Refer ASD QMS procedure 3-5-1-1

2.4 Service Release Refer ASD QMS procedure 3-5-1-1

2.5.1,2.5.2 Applicability, DesignAcceptance system forchanges to a Type Design

(Minor) XXSPO SI(LOG) 2-28Design Acceptance Process

(Major) Refer ASD QMS procedure3-2-1-10

2.5.3 Classification of changes inType Design

Refer ASD QMS procedure 3-2-1-6PDAS Development

2.5.4,2.5.5

Changes requiring a newMSTC, Supplemental Type

Certification

Refer ASD QMS procedure 3-5-1-1

2.5.6 Design Acceptance for minorchanges to the Type Design

XXSPO SI(LOG) 2-28 DesignAcceptance Process

2.5.7 RMAF Statement ofRequirements for minor

changes



19/23



2.5.8 Airworthiness standards forminor design changes


2.5.9 Assumption of DesignAcceptance certification


2.6.1-2.6.2

Changes to PWD/SOI Noted

2.6.3 Issue of Certificates ofAirworthiness

XXSPO SI(LOG) 2-35 Certificates ofAirworthiness

2.6.4 Reserved

2.6.5 Notification of unairworthyconditions

Noted

2.7 Civil Leased Aircraft Not Applicable

3.1 General Noted

3.2.1-3.2.7

Engineering AuthorityCertificates

Noted, Sponsor AEO / CommercialAEO aspects refer to XXSPO

SI(LOG) 2-4 DSN

3.2.8 Engineering Management Plan XXSPO SI(LOG) 2-1 to 2-8 EMP

3.3.1 Definitions Noted

3.3.2 Personnel XXSPO SI(LOG) 2-2 OrganisationXXSPO SI(LOG) 2-18 Assignment of

internal EA XXSPO SI(LOG) 2-17Professional Development and

Training

3.3.3 Design Support Networks XXSPO SI(LOG) 2-4 Design SupportNetwork

3.3.4,

3.3.5

Design Control, CI

Management

Noted

3.3.6 Data XXSPO SI(LOG) 2-32 Managementof Data

3.3.7 Equipment, tools and facilities XXSPO SI(LOG) 2-6 Equipment,tools and facilities

3.3.8 Records XXSPO SI(LOG) 2-19 EngineeringRecords

3.3.9 EMS Internal EvaluationSystem

XXSPO SI(LOG) 2-21 InternalEngineering audits XXSPO Quality

Manual

3.3.10 Documentation Control XXSPO SI(ADMIN) 1-3 Control ofDocumentation

3.4.1 Design Control System XXSPO SI(LOG) 2-28 DesignAcceptance Process

3.4.2 Data Management XXSPO SI(LOG) 2-11 DataManagement

3.4.3,3.4.4

Issue of Design ApprovalCertification


3.4.5 Judgement of Significance XXSPO SI(LOG) 2-27 Judgement ofSignificance

3.4.6 Design Acceptance XXSPO SI(LOG) 2-28 DesignAcceptance Process

3.5.1 Applicability Noted


20/23



3.5.2 Technical Information Review XXSPO SI(LOG) 2-26 TechnicalInformation

3.5.3 Maintenance EngineeringAnalysis

XXSPO SI(LOG) 2-33 MaintenanceRequirements Determination

3.5.4 Aircraft Structural IntegrityManagement

F-XX ASIMP XXSPO SI(LOG) 2-36Management of Aircraft Structural

Integrity3.5.5 Engine Structural Integrity

ManagementF-XX ESIMP XXSPO SI(LOG) 2-37Management of Engine Structural

Integrity

3.5.6 Modifications XXSPO SI(LOG) 2-29 ModificationOrders

3.5.7 Substitutions XXSPO SI(LOG) 2-30 TechnicalSubstitutions

3.5.8 Deviations XXSPO SI(LOG) 2-31 Deviations

3.5.9 Aircraft stores clearance and

certification

XXSPO SI(LOG) 2-38 Aircraft stores

clearances3.5.10 Aerial delivery clearances Not Applicable to fighter aircraft

3.5.11 Special Technical Instructions(STIs)

XXSPO SI(LOG) 2-39 SpecialTechnical Instructions

3.5.12 Incorporation Approval XXSPO SI(LOG) 2-40 ConfigurationControl Boards

3.5.13 Service Release XXSPO SI(LOG) 2-40 ConfigurationControl Boards

3.5.14 Management of type designdata

XXSPO SI(LOG) 2-11 DataManagement

3.5.15 Instructions for continuingairworthiness

XXSPO SI(LOG) 2-12 TechnicalPublications

3.5.16 Flight manuals and aircraftoperating instructions

XXSPO SI(LOG) 2-12 TechnicalPublications

3.5.17 Weight and Balance XXSPO SI(LOG) 2-41 Managementof aircraft weight and balance

3.5.18 Non Destructive Testing XXSPO SI(LOG) 2-42 NonDestructive Testing

3.6 Operating Requirements Noted

4 Approved Maintenance

Organisations

Not Applicable

5 Aircraft Maintenance andManagement Procedures Not

Applicable


21/23



EXAMPLE OF PLANS AND PROCEDURES REQUIRED BY AEOS

33. The following list of plans represent those normally required by AEOs, which areusually contained or referred to within the Engineering Management Plan, and the

regulations that they will satisfy:

Type of Plan Regulatory or Publication Reference

Quality Plan Regulation 3.2.6

Configuration Management Plan (CMP) Not a TAR requirement

Integrated Logistics Support Plan (ILSP) Not a TAR requirement

Maintenance Engineering Analysis Plan(MEAP)

Regulation 3.5.3

Aircraft Structural Integrity ManagementPlan (ASIMP)

Regulation 3.5.4

Engine Structural Integrity ManagementPlan (ESIMP)

Regulation 3.5.5

34. The following list of required procedures is not exhaustive, but indicates some of thekey processes that AEOs are normally required to document:

Process Regulatory orPublication Reference

Assignment of internal EA procedures including those for:

Assessment of engineering staff for assignment of EA;

Method of documenting authorisations;

Ongoing competency development; andAppointment of staff to hold EA on a temporary basis.

Regulation 3.3.2

Design Support Network procedures (refer Section 3Chapter 4):

Identify each member of DSN and services provided;

Define how the services provided are to be treated;

Ongoing evaluation of DSN effectiveness;

Assessment of new organisations for DSN; and

Compliance assurance procedures (where applicable)

Regulation 3.3.3

Regulation 3.2.3

Data management and record control procedures:Clearly identify all design reference data;

Full disclosure of all intellectual property rights;

Control of design reference data; and

Retention and control of all engineering records

Regulation 3.3.6

Regulation 3.4.2

Regulation 3.3.8

Internal evaluation procedures:

Describe relationship with Quality System internal review;

SDE review of engineering outputs;

Internal audit program of engineering staff and procedures;

andMethod for undertaking corrective action.

Regulation 3.3.9


22/23



Procedures relating to the design control systemSpecification development and approval;

Design development plans and drawing control;

Judgement of Significance;

Design Review and Design Approval (includingcertification);

Design Acceptance certification (where applicable);

Assumption of Design Acceptance certification (whereapplicable);

Test, evaluation, verification; and

Configuration management.

Regulation 3.4

Technical Information Review procedures (refer Section 3Chapter 5):

Clear identification of TI to be collected;

Method for registering and sequence checking TI;

Priority exchange of TAAI;Recording TI applicability and action taken; and

Authorisation of personnel to undertake TIR activity.

Regulation 3.5.2

CI management procedures (where applicable):

MEA; Regulation 3.5.3

ASIM; Regulation 3.5.4

ESIM; Regulation 3.5.5

Modifications; Regulation 3.5.6

TSUBs; Regulation 3.5.7

Deviations; Regulation 3.5.8

Stores clearance; Regulation 3.5.9

Aerial delivery; Regulation 3.5.10

STIs; Regulation 3.5.11

Incorporation Approval; Regulation 3.5.12

Service Release; Regulation 3.5.13

Control of Type Design data; Regulation 3.5.14

Management of instructions for continuing airworthiness; Regulation 3.5.15

Management of flight manuals and operating instructions; Regulation 3.5.16

Weight and balance; and Regulation 3.5.17

Non destructive testing. Regulation 3.5.18


23/23

TERHAD PU 2103

3 1 23 of 23

ALTERNATIVE MEANS OF COMPLIANCE SAE AS9100 REVISION A

35. AS9100 - Quality Systems Aerospace Model for Quality Assurance in Design,Development, Production, Installation and Servicing is a standard published by the Societyof Automotive Engineers. It is based on ISO 9001 and adds aerospace-specificrequirements to provide a harmonised standard for aerospace companies worldwide. Thestandard is gaining wide acceptance.

36. For acquisition of new aircraft types, due to the inherent confidence that may beplaced in the design capabilities of an OEM certified to AS9100, the process of such anorganisation becoming an AEO can be considerably abbreviated, as:

(1) it would be anticipated that many of the procedures required to be in place toachieve AS9100 certification would satisfy the design-related regulations of theTAMM; and

(2) there is no need for the organisation to satisfy many of the CI management-related regulations.

AEO Application

37. A submission for such an AEO applicant certified to AS9100 is to consist of:

(1) evidence of the organisations AS9100 certification, with scope applicable to thedesign activity to be undertaken for the SAO;

(2) evidence of ongoing surveillance of the OEM by the AS9100-certifying agencythat is relevant to the SAO scope of work and of satisfactory quality;

(3) a compliance matrix showing how the OEMs procedures meet the intent ofrelevant TAMM regulations; and

(4) a Senior Executive statement declaring that the organisation will comply withtheir suite of procedures referred by the cross-reference matrix.

Sponsor AEO assessment

38. The sponsor AEOs assessment of the candidate OEM for certification as acommercial AEO is to consist of the following minimum requirements:

(1) a desktop assessment of the procedures (with the aid of the cross-referencematrix); and

(2) assessment of the organisations AS9100 certification and ongoing surveillancefor adequacy and relevance to the RMAF scope of work.

39. On-site initial compliance or ongoing compliance / surveillance audit activities are notmandatory, but may be included at the discretion of the sponsor AEO SDE.

40. Potential sponsor AEOs intending to follow this alternative means of compliance tocertify an OEM as an AEO for a new aircraft type acquisition must document this intentionwithin an initial evaluation plan for DGTA endorsement in accordance with Section 3Chapter 4. Please contact DGTA as early as possible for advice.

Documents

Section 3 Leaflet 1