section 4 leaflet 2

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UNCONTROLLED IF PRINTEDTERHAD PU 2103

www.dgta.gov.my 4.2 - 2 of 50TERHAD

REGULATION GUIDANCE

5.1 CONDUCT OF MAINTENANCE

REGULATION 5.1.1 MAINTENANCE AUTHORITY

Philosophy and Concept

4. When an AMO is certified to conduct maintenance on State aircraft and aeronauticalproducts, the scope and level of the maintenance will be defined in the Letter of

Maintenance Authority. This does not indicate that the organisation is not capable ofconducting maintenance to a higher or more complex level or that the organisation does notconduct maintenance on other equipment, only that the organisation may conductmaintenance on State aircraft and aeronautical products to the scope and level certified.

Acceptable Means of Compliance

Regulation 5.1.1

5. This regulation is self-explanatory.

REGULATION 5.1.2 PUBLICATIONS, INSTRUCTIONS AND ORDERS AND DATA


6. An AMO needs to have access to all the information required to conductmaintenance to the scope and level to which it is certified. That information will be located in

publications, instructions, orders or other data repository (for example, electronic media).Valid authorisation for its use needs to be ensured through effective ongoing management.

Cross References

7. The regulation addresses the subjects embodied in the following civil and singleState airworthiness regulations and reference:

a. Joint Aviation Requirements (JAR) 145.45;

b. SAO references address the requirements of this regulation:

Explanation and Amplification

8. For the purpose of this regulation, Publications, Instructions, Orders and Dataencompass all technical information including specifications, drawings, and technicalhandbooks. The professional management of this information has direct bearing on technicalairworthiness. The physical and intellectual integrity of all such information needs to bemanaged to ensure it remains useful and promotes airworthiness.

9. An AMO is obliged to perform maintenance on State aircraft and/or aeronautical

product in accordance with DGTA and relevant AEO approved technical publications,instructions, orders and data. The AMO needs to ensure that any information authorised byDGTA or the relevant AEO is applicable to its authorised scope and level. If amplification of


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this information is required for local circumstances, it may be generated in accordance withRegulation 5.1.4.e.

Acceptable Means of Compliance Regulation 5.1.2

10. Clause a. Technical data authorised by the relevant AEO or DGTA will be issued

normally as SAO Publications, EMP/MMP format, proof that this information has beenapproved by the AEO for use by the AMO is required.

11. Clause b. The AMO needs to ensure that Technical Publications, Instructions,Orders and Data received are applicable to the scope and level of maintenance stated in itsAMO certification. It should also have a process for identifying any additional maintenanceinformation required to support its approved scope and level.

12. Clause c. Except for small AMOs working on a limited range of aeronautical productthe inclusion of an index of all the publications, instructions, orders and data in the MMPwould be extremely cumbersome. Most MMPs will therefore reference a master catalogue or

similar. The crucial issue is that there is an authoritative and comprehensive list.

13. Clause d. The AMO will need to have a system in place to manage publications andinstructions. The system should include a process for identifying defects in maintenanceinformation required to support its approved scope and level and for notifying those defectsto the relevant AEO. The MMP needs to include, or provide a reference to another controlleddocument containing the details of this system.

14. Clause e. The system should provide evidence attesting that publications andinstructions fulfil the specific requirements listed in this regulation clause.

REGULATION 5.1.3

FOREIGN SOURCE DATA


15. Technical data may be received by an AMO from sources other than those approvedby DGTA or the relevant AEO. As this data may contain information with an impact on theconduct of maintenance, it needs to be reviewed by an appropriate engineering authority.The TAA requires that all data, regardless of source and format be reviewed and authorisedby the relevant AEO or DGTA prior to use by the AMO.

Cross References

16. The regulation addresses the subjects embodied in the following civil and singleState airworthiness regulations:

a. Federal Aviation Regulations (FAR) 43.2; and

b. SAO references address the requirements of this regulation:


17. Foreign Source Data is any data that has been acquired from sources other than viaDGTA or relevant AEO. The various types of Foreign Source Data available include, but are


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not limited to, manufacturers handbook, user/operator guides, engineering drawings,instructions used by other in-service organisations and foreign military forces, andgovernment regulations. For the purposes of this regulation, Foreign Source Dataincorporated into MU Kej cover is, by default, authorised by DGTA or an AEO.

18. Foreign Source Data pertaining to the maintenance of specific aircraft or aeronauticalproducts needs to be referred to the relevant AEO for authorisation. Foreign Source Dataapplicable to generic maintenance processes also needs to be referred to the sponsor of theSAO publication that covers the maintenance process, through the relevant AEO.


19. Clause a. The AMO needs to ensure that there is a procedure for handling andreviewing Foreign Source Data, other than that incorporated into SAO publication coversthat ensure AEO or DGTA authorisation prior to use.

REGULATION 5.1.4 - MAINTENANCE PROCEDURES


20. Aircraft and aeronautical products are designed to be safe and reliable whenoperated and maintained correctly. As part of the certification process for State aircraft, alogistics management package is produced which includes an approved maintenance policy.The maintenance policy refers to the approved maintenance procedure and defines bywhom, to what level and at what interval maintenance is to be conducted. The AMO isrequired to conduct maintenance in accordance with this policy. Changes to maintenancepolicy are, in effect, design changes and as such require approval from the relevant AEO.The AMO is responsible for bringing any anomalies or proposed changes to the

maintenance procedures and schedules to the attention of the relevant AEO.

Cross References


a. Federal Aviation Regulations (FAR) 43.2;

b. Joint Aviation Requirements (JAR) 145.45;

c. he SAO references address the requirements of this regulation:


22. AEOs are responsible for determining maintenance policies. The AMO needs toensure that it has or has access to the applicable information to conduct maintenance usingthe approved procedures according to its scope and level.

23. When an AMO becomes aware of deficiencies in maintenance procedures, or is able

to suggest improvements to an existing procedure, it is imperative that the AMO informs therelevant AEO (or the applicable area of DGTA if appropriate). The AEO will then assess andprovide appropriate engineering dispositions regarding the acceptability of proposedchanges.


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24. Amplification of DGTA or AEO approved maintenance procedures may be requireddue to facility differences or unique local constraints. The SMM may issue instructions,orders or memoranda for the amplification and guidance to maintenance procedures withinthe AMO, provided such amplification or clarification does not constitute a Design Change.The subject matter may include, but is not limited to, advice or special administrativerequirements necessary for local conditions, local procedures for implementing ordersissued by a higher authority, special precautions to be taken during specific tasks and

special maintenance procedures that satisfy short term requirements. At no stage should thisregulation be used by the AMO to produce its own maintenance processes.


25. Clauses a. and b. These clauses are self-explanatory.

26. Clauses c. and d. The AMO should list in the MMP, or other controlled document,the procedures followed to report deficiencies or improvements to maintenance practicesand procedures; and

27. Clauses e. and f. The AMO should have a local procedure, referenced in the MMP,or other controlled document, that details the promulgation of locally produced maintenanceorders. The process should contain procedures for the drafting, review and authorisation oflocal maintenance orders.

REGULATION 5.1.5 - MAINTENANCE CERTIFICATION


28. The TAR needs to ensure that personnel understand that they are responsible andaccountable for the maintenance they conduct and subsequently certify. All personnelconducting maintenance of aircraft and aeronautical products need to be aware that whenthey are certifying work, they are confirming the work has been conducted completely,correctly and in accordance with the relevant technical publications and instructions.

Cross References


a. Federal Aviation Regulation (FAR) 43.2;

b. Joint Aviation Requirements (JAR) 66.1, 66.20, 145.35, 145.50;

c. SAO reference address the requirements of this regulation:


30. In certifying a maintenance task, the authorised person shall be signing to indicatethat the work has been conducted completely, correctly and in accordance with the technical

documentation authorised by DGTA or the relevant AEO. The AMO needs to ensure that theinscription made by the person who conducted the maintenance certifies work so that theidentification of the signer/certifier can be determined. This may include, but is not limited to,the AMO ensuring that:


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a. all signatures are accompanied by a number allocated to the individual;

b. the name of the individual completing documentation is printed with allsignature/certifications; secured stamps, electronic passwords; and/or

c. Maintenance Control Section (or equivalent) maintains a register of

signatures.

31. When certifying maintenance that requires a dimension or test figure to be within aspecific tolerance, as opposed to a general tolerance, the dimension or test f igure should berecorded in the applicable documentation. Where a GO/NOGO gauge is used to check adimension or tolerance, the certification need only state the dimension or test figure is withintolerance.

32. Personnel who are under training for a specific maintenance task, leading to taskauthorization may perform in the capacity of tradesperson providing the maintenance hasbeen performed under direct supervision, mandatory off the job training has been completed

and they have been authorised by the SMM to carry out maintenance under directsupervision. Another essential element of performing maintenance under direct supervisionis that the names of the person under instruction and the supervising individual be recordedin the maintenance documentation. SAO department instruction details the procedures to befollowed by State AMOs when maintenance is conducted under directs supervision.


33. Clause a. whenever a maintenance task is done, whoever does that task is requiredto document and certify that the task has been done. Inherent in this is the need to ensurethat individual maintainers can be identified from the certification inscription. If a task

involves a number of steps, and especially if its duration extends over work or shift breaks,progressive certification will be required.

34. Clause b. The person certifying maintenance needs to be authorised in accordancewith Regulation 4.5 (Personnel Requirements). This includes those persons authorised toperform maintenance under direct supervision.

35. Clause c. normally, reference to the applicable technical instruction used to conductthe maintenance is a straightforward matter. Most rectifications and removals andinstallations can be directly related to the applicable maintenance manual; however, thereare occasions when minor general tasks are not directly referenced in the usual range of

maintenance manuals. In those cases, AMOs should reference authorised maintenancemanuals that describe the task in general terms. For example, the general principlesassociated with the replacement of minor airframe components (rubbing blocks or abrasionstrips) could be found in a general hardware manual or can be traced to the instructionsrelating to use of the fixing technique (glues, other bonding agents or hardware fixingproducts).

36. Clause d. Where personnel are under training and have not yet been authorised bythe SMM to perform maintenance under supervision, the authorised person supervising theperson under training will certify the maintenance and, where the task requires a supervisor,an additional authorised trade supervisor will be required to certify for supervising the task.

Further guidance relating to authorising and supervising persons under training andrecording maintenance is detailed at.


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37. Clause e. The AMO should have a local instruction that prescribes how its staff willcomply with the requirements of this clause.

REGULATION 5.1.6 INDEPENDENT MAINTENANCE INSPECTIONS


38. Some maintenance tasks carry significant risk (probability and consequence) whereerror could jeopardize airworthiness and/or aircrew safety. To ensure the integrity ofmaintenance, those tasks that carry a high degree of risk need to be identified andindependently inspected prior to certifying that maintenance is complete. Independentinspections are required to ensure the quality of workmanship, integrity of equipment anddetection and subsequent correction of errors.

Cross References


a. Civil Aviation Regulations 1988, Regulation 42G;

b. Civil Aviation Draft Advisory Circular 43.12(0) Duplicate Flight ControlChecks.

c. SAO references address the requirement of this regulation:


40. When an independent inspection is done, the inspector needs to check for correctassembly and function. A check for correct assembly means a check as to whether aparticular flight control system and its parts have been correctly assembled and adjusted;and all locking devices have been made safe. A check for correct function means a check asto whether the flight controls have full and free movement, in the correct sense, throughouttheir operating range.

41. The safety critical systems referred to in this regulation are further defined as:

a. Flying Controls. Flying controls include all components and parts, themovement of which, in the functional sense, whether manual, power operated orpower assisted, or electric/fibre (fly by wire/light), results in operation or locking of theaircrafts movable aerodynamic surfaces (including flaps, airbrakes, trimmingcontrols, helicopter rotor pitch change gear and dual control systems, together withtheir associated hydraulic and electrical systems).

b. Engine Controls. Engine controls include all components and parts, themovement of which, in the functional sense, controls the power output of the engine(including propeller pitch, fuel delivery and control systems, engine air inlet controlsand reverse thrust controls, together with their associated systems).

c. Undercarriage Controls. Undercarriage controls include all components andparts, the movement of which, in a functional sense, results in operation of the


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aircraft undercarriage (including retraction, lowering, up and down locking, steeringand wheel braking, together with their associated systems).

d. Associated Equipment. All systems and equipment such as power flyingcontrol reversing systems, artificial feel systems, pitot-static systems, autopilots, flightaugmentation systems, fuel dump systems, fire extinguishing systems, power-train(including engine and transmissions) lubrication systems and other equipment whichis connected with, and has a direct effect on, the aircraft flying, engine orundercarriage control systems.

e. Installed Airborne Oxygen Equipment. Airborne oxygen equipment includesgaseous and liquid distribution systems, on board oxygen generating systems(OBOGS), emergency systems and portable oxygen storage and distributionsystems. Any maintenance operation (other than replenishment) performed on thesesystems will require an independent maintenance inspection.

f. Egress and Survival Equipment. Escape and survival equipment includes allaircraft systems that are designed to function in an emergency to prevent injury topersonnel or the loss or damage of an aircraft.

g. Explosive Ordnance and Associated Equipment. The tasks associated withexplosive ordnance requiring independent maintenance inspections includemaintenance of equipment which contains explosive ordnance (aircrew escapesystems, guillotine cable cutters), maintenance of equipment operated by explosiveordnance when the equipment cannot be otherwise functionally tested and wherecorrect operation of the equipment is critical to the safety and survival of personneland/or the aircraft, and loading and unloading explosive ordnance when specified inthe applicable loading manual.

42. Where a re-inspection is required, the authorised person who conducted the initialinspection may carry out the re-inspection, providing that person is not directly involved inthe maintenance task.


43. Clause a. The person performing and independent inspection needs to be authorisedin accordance with Regulation 4.5 (Personnel Requirements).

44. Clause b. This clause is self-explanatory.

45. Clause c. Any additional Independent Maintenance Inspections should be confinedto those maintenance tasks that carry a significant risk where error would jeopardiseairworthiness. The term specify denotes not only the formal promulgation of the tasks butalso the directive to perform those inspections.

46. Clauses d., e. and f. These clauses are self-explanatory.


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REGULATION 5.1.7 MAINTENANCE OF AIRCRAFT DURING THE PERIOD OFOPERATION


47. Normally, maintenance should only be conducted when an aircraft is not operating;

however, it may be necessary to carry out minor maintenance tasks while the aircraft isbeing operated by aircrew. This regulation allows an AMO to select and authorisemaintenance tasks to be conducted during the Period of Operation that do not compromisesafety or adversely affect airworthiness, and places a level of control over such maintenanceactivities. Maintenance during the Period of Operation does not enjoy the sameairworthiness safeguards as at other times and can be a dangerous activity. The SMMneeds to put sufficient controls in place to ensure that there is an adequate level of safety,supervision, documentation and tool control.

Cross Reference

48. SAO reference addresses the requirements of this regulation:


49. The Period of Operation is defined as the time from when the aircraft captainaccepts the aircraft to the release of the aircraft by the aircraft captain back to maintenance.

50. The tasks that can be carried out during the Period of Operation can include, but arenot limited to:

a. minor maintenance tasks identified during aircrew walk around;

b. minor maintenance tasks that are necessary during operational checks priorto, or during, flight; and

c. correction of unserviceabilities identified in flight that can be rectified withoutadversely affecting technical airworthiness or compromising safety.

d. Minor maintenance involves up to and including removal and installation ofcomponents where:

e. the complexity of the process is straight forward and routine; and

f. no secondary dismantling is required, other than:

g. the opening and securing of access panels,

h. the disconnecting and reconnecting of cabling, and

i. the unfastening and refastening of standard quick release fittings, where:

j. incorrect assembly is easily detected, or


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k. the design precludes incorrect assembly.


51. Clause a. This clause is self-explanatory.

52. Clause b. The AMO needs to document in the MMP or other controlled document:

53. a list of minor maintenance activities, including the unserviceabilities and aircraftservicings, that can be rectified/conducted during the Period of Operation (including anycross-references to the approval process, especially from the AEO);

a. the process for the aircraft captain to authorise maintenance to be conductedduring the Period of Operation;

b. supervision and inspection requirements;

c. tool control procedures; and

d. documentation requirements.

REGULATION 5.1.8 FOREIGN OBJECT CONTROL


54. Aircraft and aeronautical products are operated and maintained in an environment

where the possibility of airworthiness being compromised by the introduction of foreignobjects is high. Foreign objects either left in, or entering an aircraft during operation ormaintenance can result in damage to aircraft and aeronautical products. The AMO needs tobe aware of potential sources of foreign objects and have in place mechanisms to minimisethe probability of foreign object damage.

Cross References

55. SAO reference addresses the requirement of this regulation:


56. Foreign Object refers to any item, material or substance that, either deliberately orinadvertently, is left in or gains access to any part of an aircraft or aeronautical product. Thepresence of Foreign Objects can cause damage to, or present a hazard to, aircraft,aeronautical product and personnel safety.


57. Clause a. The MMP needs to include, or provide a reference to another controlleddocument containing, the details of the system used by the AMO to prevent Foreign Object

Damage. The system should include, as a minimum:


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a. an awareness program that ensures all personnel are educated on the needfor foreign object control around aircraft, aeronautical products and maintenanceareas;

b. a means of identifying, reporting and controlling potential sources of ForeignObject Damage;

c. a requirement that maintenance personnel perform an inspection for foreignobjects at completion of a maintenance task prior to an area being sealed orotherwise enclosed; and

d. in accordance with Regulation 5.5.1 (Tools and Support Equipment), a toolcontrol system that ensures that all tools are accounted for and traceable at all times.

REGULATION 5.1.9 - SAFETY


58. Safety precautions and instructions are published in MINDEF policy and required bygovernment legislation. Within maintenance publications and instructions, warnings andcautions are provided to ensure safety of personnel and protection of equipment duringparticular maintenance processes. Every person involved in maintenance is responsible notonly for their own safety, but also the safety of subordinates and others within the workplace.This regulation requires that AMOs comply with all safety requirements authorised by DGTAand the relevant AEO.

Cross References

59. SAO references address the requirement of this regulation:


60. The regulation requires that, in addition to SAO requirements, AMOs comply withother safety requirements stipulated by DGTA and the relevant AEO. It does not exclude anAMO from complying with MINDEF policy or government legislation for Occupational Healthand Safety.


61. Clause a. The AMO should ensure that personnel receive adequate training on thesafety precautions to be observed whilst conducting maintenance. This includes continuationtraining to alert maintenance personnel to changes to existing safety measures. The AMOneeds to ensure that personnel have access to and use appropriate personal protectiveequipment, as required for the maintenance task. Material Safety Data Sheets for allhazardous materials used during maintenance and personal protective equipmentrequirements need to be consulted for the appropriate safety procedures prior to using thematerials or commencing any hazardous process.


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REGULATION 5.1.11 CARRIED FORWARD UNSERVICEABILITY


62. Airworthiness and operational requirements, including the aircraft type designapproval requirements, require that every item of equipment installed in the aircraft must be

operational at the beginning of a flight. However, because of the various levels ofredundancy designed into aircraft, under certain conditions an acceptable level of safety canbe maintained with specific items of equipment inoperative or defective for a limited period oftime until repairs can be made. A Carried Forward Unserviceability (CFU) defers arectification of an aircraft item to make an aircraft available for an operation or mission. Italso allows for an approval for a defect in, or damage to an individual aircraft, assessed on acase-by-case basis as a one-off approval and may require the operation of a specific aircraftunder specified limitations.

NOTE

A CFU does not imply that the aircraft may be operated with an item removed unless theapproved CFU explicitly allows the removal.

63. The effective management of CFUs allows increased operational availability andimproved efficiency in the maintenance effort. The impact on airworthiness, both operationaland technical, needs to be considered when approving a CFU. The decision to continue tooperate an aircraft with a CFU needs to be made by an appropriately authorised personwithin the AMO, in accordance with an approved procedure. The merit of CFU decisionsshould be reviewed, at an appropriate level, to ensure that sufficient rigour was applied tothe decision.

Cross References


a. Federal Aviation Regulations (FAR) 129.14;

b. Joint Aviation Requirements (JAR) MMEL/MEL; and

c. Civil Aviation Regulations 1988, Regulations 37, 49.

d. SAO references address the requirement of this regulation:


65. CFUs in State operations relate to a number of differing conditions that range frommanagement of confirmed failures of equipment and systems to Special MaintenanceRequirements and within limits arisings. This regulation focuses primarily on CFUmanagement of confirmed failures; however, all other unscheduled arisings still need to be

managed and recorded. AMOs are encouraged to document their preparations forcommonly recurring unserviceabilities. Where an SMM authorises personnel to approveCFUs, the authorisation may be restricted to a list of commonly recurring CFUs. In this case,


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the listed CFUs do not constitute pre-approved CFUs. All CFUs need to be assessed andapproved individually when they occur by appropriately authorised personnel.

66. CFUs need to be assessed from both a technical and operational perspective. Wherethe SMM needs to address operational and/or mission capability issues, advice from anappropriately authorised aircrew member needs to be obtained prior to approving the CFU.Appropriately authorised aircrew, who have the responsibility to make these decisions needto be identified in the MMP or other controlled document. The identification of authorisedaircrew in the MMP or other controlled document need not be by name; however, thequalification requirements and authority should be stated.

67. Where the SMM delegates CFU authority to individuals within the AMO, the scope ofthe authority should be defined. This authority needs to be based on trade and/orprofessional training, aircraft system(s), period of authority, available data, and theindividuals competency. When delegating CFU authority, the SMM needs to ensure that theperson being given the authority understands where and how CFU decisions fit into themanagement of airworthiness.

68. The SMM may possibly, in exceptional circumstances, authorise a Special TechnicalInstruction (STI) to be deferred as a CFU. The SMM should seek advice from the AEO priorto deferring an STI. Just as Regulation 5.1.19 b requires AEO approval prior to incorporationof non-standard repairs to primary and secondary structure and safety critical items orsystems, CFUs should not be approved for these categories without reference to the AEO.

69. When deciding to carry forward an unserviceability, the SMM (or delegate) may referto either a Civil Aviation Regulation list of permissible unserviceabilities, known as aMinimum Equipment List (MEL) or a locally developed list of permissible unserviceabilities(as approved by the relevant AEO, in conjunction with appropriate operator representatives).Where these lists are referred to, the SMM (or delegate) should use the list as a guide rather

than an automatic authority, ensuring that commensurate rigour is given to the particularcircumstances.



71. Clause c. SMMs should assess potential CFU authorities on, as a minimum:

a. a clear appreciation of operational and technical airworthiness management;

b. an understanding that the engineering rigour and expertise applied to anydesign variation needs to be commensurate with the significance of the designchange, where significance is a function of both consequence and probability; and

c. the individuals competence, based on qualifications, training and experience,to make consistent and complete engineering decisions at the level to be authorised.

72. Clause d. Endorsement regarding the operational aspects of a CFU from anauthorised aircrew representative should be recorded such that the endorsement is clear

and unambiguous and traceable to the person making the endorsement. Appointment ofauthorised aircrew representatives should be made by the Commanding Officer (orequivalent) of a squadron that flies the designated aircraft type.


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73. Clause e. This clause is self-explanatory.

74. Clause f. The format normally used for State aircraft is the Maintenance IntervalExtension Request (MIER) Form and Maintenance Concession Request (MCR) Form andannotate in the Aircraft Log Book or Maintenance Action Form (MAF).

75. Clause g. The intent of this clause is to ensure that the SMM personally reviewsCFU decisions to validate the ongoing CFU authority of CFU delegates. All reviews of CFUdecisions should include assessment, where applicable, of the following :

a. the decision and stated limitations were correct and appropriate;

b. the appropriate data had been available and used by the person authorisingthe Carried Forward Unserviceability;

c. the person authorising the Carried Forward Unserviceability was competent tomake the decision (ie was within the qualification, experience and skill level of theindividual);

d. correct procedures had been followed; and

e. Carried Forward Unserviceabilities are rectified as soon as possible.

76. Clause h. The specific period of deferment of a CFU can be based on operationcycles, receipt of replacement aeronautical products, airframe hours, calendar days, etc.Where deferment is dependent on receipt of aeronautical products, a maximum periodshould also apply, for example calendar period or next scheduled servicing.

REGULATION 5.1.12 MAINTENANCE TEST FLIGHT


77. Although aircraft flight-testing is not a maintenance activity, a requirement for flight-testing may be generated by the completion of a maintenance task. Maintenance test flightsare conducted to verify the performance of an aircraft or aircraft system.

Cross References



79. Unless specifically stated otherwise by the AEO, maintenance test flights shouldnormally be conducted when an item that forms part of an aircraft flight control or helicopterrotor system has been changed or a major adjustment made to an engine or propellercontrol. As a general principle, aircraft flight testing in support of maintenance should only beconducted after all methods of determining serviceability on the ground have been carriedout.

80. In the context of this regulation, maintenance test flights are dedicated flightsconducted as a result of maintenance being carried out or to verify the performance of an


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aircraft or aircraft system. These regulations do not apply to maintenance check flightswhere verification of maintenance is conducted during the course of a routine flight.


81. Clause a. To comply with this regulation the AMO will need to define the process for

determining when maintenance test flights are required and how they are requested.


83. Clause c. The process needs to make reference to AEO approved test flightschedules.

84. Clause d. Pilots may not be members of an AMO. The competency of a pilot needsto be verified prior to undertaking a test flight. This verification may be through appointmentby the Commanding Officer (or equivalent) of a squadron that flies the designated aircrafttype or through demonstration of adequate training, qualifications and experience to satisfyOperational Airworthiness Requirements/Regulations.

REGULATION 5.1.13 MAINTENANCE GROUND RUNS


85. All steps need to be taken to ensure aircraft systems are serviceable prior toreleasing an aircraft for operation or releasing an aircraft engine to serviceable stock aftermaintenance. Maintenance instructions may require the confirmation of aircraft or engineserviceability through engine ground runs and/or engaged ground runs (for rotary wing

aircraft). This regulation covers the requirements for engine ground running of aircraft.

86. Cross References

87. The regulation addresses the subjects embodied in the following civil and singleState airworthiness regulation:

a. Draft Civil Aviation Safety Regulations (CASR) Australia Civil Authority43.170, 43.175.

b. SAO references address the requirement of this regulation:


88. Maintenance Ground Runs are required to ground test aircraft engines, to investigatein-flight unserviceabilities, prove aircraft systems prior to flight, test engine performance postmaintenance activities as well as to certify serviceability performance parameters.

89. Pilots and Flight Engineers qualified on aircraft type and personnel authorised by theSMM may conduct installed engine runs for maintenance purposes. Only pilots authorisedon the aircraft type are permitted to perform engine runs on rotary wing aircraft with rotorsengaged.


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90. Clause a. Engine ground runs will usually be mandated by AEO approvedmaintenance procedures and manuals. The AMO will need to ensure that ground runs arealso conducted (when applicable) for unscheduled maintenance (including disconnectionand removal for access).

91. Clause b. Ground runs that form an integral part of AEO approved maintenanceprocedures fulfil the requirements of this regulatory clause. The AMO also needs to possessand comply with the AEO authorised engine operating procedures and limitations.

92. Clause c. The person performing engine ground runs needs to be authorised inaccordance with Regulation 4.5 (Personnel Requirements).

93. Clause d. This clause is self-explanatory.

REGULATION 5.1.14 AIRCRAFT GROUND HANDLING


94. During aircraft operation and maintenance, aircrew and maintenance personnelshould ensure that the risk of damage or personal injury is minimised when aircraft are beingmoved or handled. Ground handling should only be performed using AEO approvedequipment and procedures.

Cross References

95. The regulation addresses the subjects embodied in the following civil and singleState airworthiness regulation:

a. Civil Aviation Order 20.3 Marshalling and Parking of Aircraft.



96. Ground handling covers all tasks required in moving and securing aircraft on the

ground. This includes deck handling procedures on air capable ships.

97. Aircraft marshalling is a general term that covers the directing of taxiing or hoveringaircraft by visual or other means of communication. This includes the accurate delivery ofinformation to aircraft operators during start up, shut down and functional checks of flightcontrols and other aircraft systems.


98. Clause a. The AMO should determine and have, or have access to, the appropriate

marshalling and ground handling equipment (e.g. tow motors, towing bars, locks, distinctivejackets, bats, wands, hearing protection, headsets, etc). Applicable taxi lines/markings,mooring points, earthing points etc need to be in place to minimise the risk of damage toaircraft.


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f. details of any other previous repairs removed or altered during the repair.

REGULATION 5.1.16 MODIFICATIONS


108. During the life of an aircraft or aeronautical product, operational or logistical factorswill arise that require the development and incorporation of modifications. The authorisationof modifications to State aircraft and aeronautical product will be the responsibility of therelevant AEO. This regulation acknowledges that AMOs may develop modificationproposals; however, these proposals developed by the AMO will require the application ofRegulation 3.4 (Design Control) by the relevant AEO prior to incorporation.

109. A modification to an aircraft or aeronautical product needs to be incorporated inaccordance with design data approved by DGTA or the relevant AEO, so that themodification or repair conforms to applicable standards of airworthiness.

Cross References


a. Federal Aviation Regulations FAR 43.5, 43.7, 43.9; and

b. Civil Aviation Regulations 1988, Regulations 35, 42U.

c. SAO references address the requirement of this regulation:


111. The AMO may develop and produce modifications; however, all modificationproposals need to be forwarded to the relevant AEO for approval prior to incorporation intoaircraft/aeronautical product. The format required when forwarding modification proposals tothe relevant AEO should facilitate the capture of all of the information necessary to fullydisclose the modification. The minimum information required should include the reason forthe proposed modification, publication references, the item/area being modified, themanufacturing process (where applicable), materials used and a detailed description and/ordrawing of the proposed change.



REGULATION 5.1.17 WEIGHT AND BALANCE


113. The weight and balance characteristics of an aircraft and selected aeronauticalproduct need to be maintained within certain limits to ensure safe operation. While themanagement of weight and balance is the responsibility of the aircraft AEO, the venueresponsible for conducting aircraft and selected aeronautical product weighing will be an


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AMO. Where there is a requirement to conduct aircraft or aeronautical product weighs, theAMO needs to ensure that aircraft are weighed in accordance with relevant AEO and/orDGTA approved procedures and periodicities.

Cross References


a. Joint Aviation Regulations (JAR) OPS 1.605, 1.625; and

b. Civil Aviation Orders Part 100, Section 100.7 Weight Control of Aircraft.

c. SAO references address the requirement of this regulation and

d. Aircraft Weight and Balance General.


115. The AMO should defer to the relevant AEO for clarification on which aircraft andaeronautical product require weight and balance records and what constitutes a majorrepaint and major modification. (A minor change is one that has no appreciable effect on theweight, balance, structural strength, reliability, operational characteristics, or othercharacteristics affecting the airworthiness of an aircraft, aircraft engine or propeller. All otherchanges are major changes.)

116. The weight and balance report needs to be based on an actual weighing of the

aircraft or aeronautical product. This requires that either the SMM, or an appropriatelytrained individual appointed by the SMM, be responsible for aircraft and equipment weighs.The person appointed should normally hold a position at the Maintenance Manager level andhave gained practical experience with aircraft weighing. The duties of this individual are to:

a. ensure aircraft or equipment documentation is annotated, when necessary, asrequiring a weigh;

b. accurately perform the weigh in accordance with the procedure approved bythe relevant AEO;

c. ensure the weighing equipment (scales, weigh pads, etc) is serviceable andcorrectly calibrated;

d. accurately complete the aircraft and equipment weight and balance records;

e. forward a copy of the weight and balance records to the relevant AEO;

f. sign off the aircraft or equipment documentation when weighing is completed;and

g. transfer pertinent details into the Aircraft Maintenance Documentation Set.


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117. Clause a. Weight and balance information should be retained in accordance withRegulation 5.2.1 Maintenance Records and Documentation Requirements.

118. Clause b. This clause is self-explanatory, except that the significantly alter criteria

will require clarification from the AEO.

119. Clause c. The form normally used for State aircraft is Aircraft Weighing Record

REGULATION 5.1.18 ADHOC NON DESTRUCTIVE TESTING


120. During the course of maintenance, serviceability assessments may require theapplication of Non Destructive Testing. Established Non Destructive Testing procedures are

approved by the relevant AEO and provided to the AMO. This regulation acknowledges thatsome AMOs will have a degree of Non Destructive Testing expertise that enable it todevelop and implement Non Destructive Tests locally to meet an urgent operationalrequirement. Further, the regulation also provides the limitations for applying locallydeveloped Non Destructive Testing procedures.

Cross Reference

121. This regulation addresses the subjects embodied in the following civil and singleState airworthiness ian standard:

a. British Standard BS3669.



122. Non Destructive Testing is the development and application of technical methods toexamine materials or components in ways that do not impair future usefulness andserviceability. These examinations are made in order to detect, locate, measure andevaluate discontinuity, defects and other imperfections; to assess integrity, properties, and

composition, and to measure geometrical characteristics.


123. Clauses a. and b. An acceptable means of developing and conducting Ad-hoc NonDestructive Testing is Non Destructive Testing.

REGULATION 5.1.19 - NON STANDARD REPAIRS


124. Aircraft and aeronautical product may incur damage or malfunctions for which thereis no standard repair scheme. Where an aircraft or aeronautical product cannot be restored


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to a serviceable condition using AEO approved repair, the AMO will need to either source arepair scheme from the relevant AEO or obtain AEO approval for a repair scheme developedby the AMO.

Cross References



126. Non-standard repairs are repairs that are not documented in the approvedmaintenance publications or instructions and will require design approval, design acceptanceand incorporation approval by the relevant AEO prior to incorporation. The application ofAircraft Battle Damage Repair during peacetime is also considered as non-standard repair.Allowance is made, however, for occasions where an urgent operational requirement(usually a declared contingency) does not allow sufficient time for the AEO to make arigorous analysis and decision.


127. Clause a. The AMO will need to have a process in place to ensure that the designdetails of all non-standard repairs are forwarded to the AEO prior to incorporation. Requestsfor non-standard repairs to the AEO should be in a format acceptable to the AEO. Theformat needs to contain the following information:

a. aircraft or aeronautical product identification/serial number;

b. details of the damage, including location;

c. relevant maintenance publication that make reference to damaged area; and

d. details of proposed repair scheme.

128. Clauses. b. and d. AEO approval of the design must be obtained prior toincorporation of non-standard repairs to the critical items listed at clause b, except in thecircumstances listed at clause d.

129. Clause c. This clause is self-explanatory.

REGULATION 5.1.20 CONTINGENCY MAINTENANCE AND BATTLE DAMAGEREPAIR


130. Maintenance policy during peacetime for State aircraft is developed to ensureserviceable, mission ready equipment is available to meet identified needs. Peacetimemaintenance policy is tempered by logistic considerations to reduce costs and preserveasset life. Normal peacetime maintenance may or may not be appropriate during acontingency as the priority to make aircraft mission worthy takes precedence over cost andasset preservation. Contingency maintenance and battle damage repair schemes arerequired to expedite maintenance to allow an aircraft to meet a compelling operational


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requirement whilst preserving an acceptable level of technical airworthiness for aircraft andaeronautical product.

Cross References



132. Contingency Maintenance comprises those maintenance activities that are performedduring a declared contingency operation, when invoked by the Operational Commander.Contingency maintenance may involve revised servicing schedules and component lifing,and revised repair philosophies.

133. Aircraft Battle Damage Repair, which is a subset of Contingency Maintenance, is themeans by which damaged aircraft can be repaired quickly to restore sufficient strength andairworthiness to permit aircraft to fly additional sorties. Alternatively it may be used to restoresufficient airworthiness to enable an aircraft to make a one time ferry flight to a major repairfacility.


134. Clause a. (1) and (2). The AMO should document the process for transitioning frompeacetime maintenance to contingency maintenance. The documented process shouldcontain:

a. The publications and instructions referenced to conduct Contingency

Maintenance, for example the generic and aircraft specific Aircraft Battle DamageRepair manuals and the Contingency Maintenance Technical Maintenance Plan;

b. the lines of authority, both internal and external, for approving Aircraft BattleDamage Repair and changes to maintenance policy;

c. any additional document requirements and control procedures; and

d. procedures to be followed after ceasing contingency maintenance to restoreaircraft to peacetime standards (if required).

135. Clause a. (3). The AMO needs to determine and state either directly or by referencein the MMP the qualifications and training requirements for personnel to be authorised asAircraft Battle Damage Repair assessors (repair development), Aircraft Battle DamageRepair engineers (design approval) and Aircraft Battle Damage Repair technicians.Selection for Aircraft Battle Damage Repair training should be based on the level and natureof previous training and experience. Aircraft Battle Damage Repair engineers should beexperienced in aircraft structures and materials to minimise the need to go to higherauthorities for repair approval. Aircraft Battle Damage Repair techniques should be practicedin peacetime to ensure an appropriate level of expertise is available in contingencyoperations.

136. Clauses b, c, d and e. These clauses are self-explanatory.


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137. Clause f. At the cessation of a contingency and as soon as circumstances allow, allaircraft used in a contingency operation should be restored to peacetime standards.Additionally, aircraft subjected to contingency operations will require a detailed inspection to:

a. detect any undocumented battle damage, and

b. assess and repair any unusual degradation caused by environmentalconditions.

138. Clause g. This clause is self-explanatory.

5.2 MAINTENANCE RECORDS, DOCUMENTATION AND DATA

General

139. The technical information utilised during aircraft and/or aeronautical product

maintenance promulgates instructions required to preserve technical airworthinessstandards. The documentation used and the records made by AMO personnel performingmaintenance activities provide the physical proof that these standards have been appliedand allow for accountability of action. As records are also used to capture aircraft and/oraeronautical product condition and performance at the time maintenance was performed,adequate measures are required to ensure that the security and integrity of the informationthey contain is preserved.

140. The relevant technical information used to support maintenance activities needs tobe authorised for use by DGTA or responsible AEO and qualified as applicable by the AMOto allow State aircraft and aeronautical product integrity to be maintained.

REGULATION 5.2.1 MAINTENANCE RECORD AND DOCUMENTATIONREQUIREMENTS


141. Proper management of an aircraft operation, military or otherwise, begins with, anddepends upon, a good maintenance record system. Properly compiled and retained recordsprovide essential information for controlling maintenance activities, including:

a. control of scheduled and unscheduled maintenance,

b. evaluation of maintenance programs effectiveness,

c. troubleshooting of defects and other problems,

d. management of configuration and modifications, and

e. dealing with other aircraft safety matters

142. Maintenance Records define the current aircraft/aeronautical product configuration atany point in time. They may be paper based, electronic or a combination of both. The


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physical requirements of a record that make it useable, irrespective of the informationregistered, are all similar.

143. The integrity and security of the information contained in maintenance records have adirect bearing on technical airworthiness judgements made by the TAR and responsibleAEO. AMO promulgated record security and storage requirements should reflect theassessed threat to physical and intellectual property.

Cross References

144. This regulation addresses the subjects embodied in the following civil and singleState airworthiness regulations and references:

a. Federal Aviation Regulation (FAR) 43.2, 43.9, 43.11, 43.17, 145.61, 145.79;

b. Joint Aviation Requirements (JAR) 145.50, 145.55;

c. Civil Aviation Regulation 1988, Regulations 43, 50A;

d. SAO references address the requirements of this regulation:


145. Clause 5.2.1.(a) requires each AMO to have a system for documenting maintenanceactivities. Such a system should allow for the accurate and systematic recording of allmaintenance actions. The systems employed by SAO units are specified in detail by thepublications and instructions noted above. In order to effectively interface with the military

systems, civilian AMOs will need to employ many of the military system requirements. Thesecond clause (5.2.1.b) requires that any person who makes an entry into such a systemshould be appropriately authorised to do so (and be identifiable from their certifications). Thereason for this requirement is to ensure the integrity of the maintenance records throughcontrol of those who alter them.

146. The third clause 5.2.1.(c) is reserved for a new clause to prescribe the occasionsand prerequisites when entries may be made into maintenance documentation and records.(This clause is being circulated for endorsement). The circumstances are:

a. annotation of maintenance that is due;

b. certification of maintenance done;

c. recording of Carried Forward Unserviceabilities;

d. certification of serviceability of an aeronautical product;

e. release of an aircraft from maintenance; and

f. recording of flying hours, cycles, fatigue and other life accumulation readings.


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147. Clauses 5.2.1.d, e, f and g prescribe the content requirements of maintenancerecords and documentation and are relatively self-explanatory. Some explanation is requiredhowever, on the ability of a record to be secured. Maintenance activity records detailcomponent changes, modifications, adjustments, weapon and configuration changes etc andthe certifications made by the authorised personnel who performed these activities. Shouldan aircraft be involved in an accident, this information needs to be preserved for examinationby the Accident Investigation Team not only to rule out maintenance errors but also to

determine the aircraft physical configuration at the time of the accident and any associateddangers.

148. The physical ability of a record to be secured also allows for its safe transportation(where required) and the limiting of access to the record. This ensures that only authorisedpersonnel are permitted to gain access to records and make changes to them. For thepurpose of traceability, any record keeping system needs to be able to physically preservethe evidence of all changes made to a record and the identity of the person making thechange.

149. Electronic Records. Due to their volatile nature, electronic records have their own

particular requirements in addition to satisfying the requirements of paper-based systems.

a. To allow electronic records to remain readable, any tools used to access,manipulate and read current and archived electronic records need to be maintainedalong with the training for personnel using these tools.

b. An AMO using electronic records needs the ability to preserve and recoverdata should the devices supporting the system or the current record becomeunavailable. The provision of back-up records and/or hardcopy print-outs minimisesdata losses and subsequent impact on technical airworthiness should an electronicsystem fail.

c. Other concerns with an electronic based record keeping system centre on therequirement to track changes to the system and identify those persons making thechanges. The security access requirements of an electronic or paper based recordsystem should align with Malaysian Government promulgated requirements.


150. Clause a. The SMM should be able to demonstrate how the AMO complies with themaintenance record and documentation regulatory requirements through compliance with

the publication requirements listed above, through local procedures that demonstrablycomply with the regulatory requirements or a combination of both. The AMO should list in theMMP, or other controlled document, the system used to record maintenance.

151. Clause b, d, e and f. These clauses are self-explanatory.

152. Clause g.For manual systems, the AMOs documentation and records managementprocesses need to include physical controls that guarantee the outcomes specified by thisregulation clause. Electronic systems will need to have the following capabilities:

a. All hardware or software tools required for extracting, manipulating and

reading current and archived records need to be maintained until the record/archiveis no longer required.


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b. Personnel need to be trained and competent in the use and maintenance ofthat software and hardware, or the AMO will need access to training packages andthe ability to train personnel to an acceptable standard where it elects not to retaincompetent personnel.

c. The system needs to have recovery processes that enable restoration ofrecord integrity wherever required.

d. System-down procedures need to be available where the loss of electronicaccess to stored data would hinder the maintenance process.

e. The processes for transferring data between systems need to be stated in anappropriate controlled document.

f. Electronic entries (maintenance arising, corrective action(s) and certifications)need to be protected against inadvertent or deliberate mischievous alteration ortampering.

g. Personal system access codes (passwords/numbers/keys) need to beprotected against disclosure and misuse.

h. The electronic record keeping system needs to have adequate redundanciesand procedures for data recovery, preservation and security.

153. An operating level manual supporting the system may be adequate for the AMO todemonstrate that its electronic system fulfils these requirements.

REGULATION 5.2.3

RETENTION AND REVIEW OF MAINTENANCEDOCUMENTATION AND RECORDS


154. Retention of records allows for preservation and the retrospective referral to,maintenance activity evidence. Different types of maintenance documentation and recordsalso have to be retained for different periods due to variation between SAO and AEO recordlife and information security policies. Regular review of maintenance documentation andrecords provides assurance that integrity and security requirements are being met.

155. Required retention periods may also extend beyond the life of an AMO.Arrangements will then be needed for the transfer of these records to an appropriateauthority when the organisation ceases to operate as an AMO.

Cross References

156. The references for this regulation are those listed for the guidance for Regulation5.2.1 of this chapter.


157. The majority of this regulation is self-explanatory; however, some clarification isrequired on the transfer of records from the AMO to State Airworthiness authorities when an


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organisation ceases to operate as an AMO. Where retention of records is required beyondthe life/contract of the AMO, an appropriate SAO authority, normally the DGTA, needs toprovide guidance to the AMO for transfer and storage requirements for preservation of therecords usefulness.


158. Clause a. Record retention and review requirements are promulgated in thereferences provided for Regulation 5.2.1. If the required retention period is likely to extendbeyond the life/contract of the AMO, the AMO should ensure there is provision for transfer ofthe records, in an adequate format, to a preservation organization nominated by the DGTA.

REGULATION 5.2.4 FALSIFICATION, REPRODUCTION OR ALTERATION OFMAINTENANCE

RECORDS


159. Information integrity is of paramount importance to any authority requiring a record tobe maintained. Fraudulent activities have the capacity to undermine the integrity of a recordand jeopardise the technical airworthiness of the equipment it supports. The process foraltering records needs to be strictly controlled to minimize the risk of inadvertent orfraudulent record alteration.

Cross References

160. This regulation addresses the subjects embodied in the following civil and singleState airworthiness regulations:

a. Federal Aviation Regulations (FAR) 43.12, 65.20;

b. SAO reference addresses the requirements of this regulation:


161. The level of access to records should be commensurate with the sensitivity of the

information contained within the record and the level of Maintenance Authority given to theindividual. Record falsification is to be prohibited, whilst record reproduction and/or alterationis to be strictly controlled.


162. Clause a. This clause is self-explanatory.

163. Clause b. In addition to the requirements of clause a, an AMO can preserve theintegrity of records and avert fraud by ensuring that:

a. all changes made to a record allow the original entry to remain visible;


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b. the identification of the person(s) making change(s) can be determined; and

c. where copying a record is appropriate, ensuring the copy is documented andcontrolled.

5.3 REPORTING AND INVESTIGATION REQUIREMENTS REGULATION 5.3.1

REPORTING OF UNSERVICEABLE CONDITIONS


164. All unserviceable conditions need to be reported in the applicable record to allow forcorrective and/or other management action. Any unserviceable condition that is not theresult of fair wear and tear may require additional reporting and subsequent analysis by therelevant AEO to determine any airworthiness implications.

Cross References


a. Civil Aviation Regulations 1988, Regulations 50, 51, 52; and

b. Joint Aviation Requirements (JAR) 145.60.

c. SAO reference addresses the requirements of this regulation:


166. For the purpose of this regulation, unserviceability is defined as a loss inperformance compared with, or the degradation beyond, stated limits in the approved designof an aircraft or aeronautical component. This may include damage or cracking which is dueto normal wear. Civil Aviation Safety Authority and other civil airworthiness authorities usethe term defect in the same context as this regulation uses the term unserviceability.

167. Unserviceable conditions should be recorded before being rectified, unless the SMMhas approved and documented specific procedures to allow for minor adjustments orrectifications. Examples of when this may apply are:

a. during flight servicing,

b. engine ground runs,

c. aircraft system tests, or

d. leak checks.

168. Maintenance staff leaving the maintenance area (either for breaks or end of shift)

must also exercise care to ensure all unserviceable conditions they have identified arerecorded.


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169. Clause a. The AMO will need to have work practices that ensure the promptrecording of unserviceabilities and provide assurance that any unserviceabilities foundduring maintenance are recorded (and therefore satisfactorily actioned) before release frommaintenance.

170. Clause b. Recording unserviceabilities of aircraft and aeronautical products for SAOshould be in accordance with the appropriate technical equipment maintenancedocumentation.

171. The TAR may approve an alternate maintenance reporting system for ContractorAMOs if that system meets the requirements of Regulation 5.2 (Maintenance Records,Documentation and Data).

172. Clause c. This clause is self-explanatory.

173. Clause d. The standard reporting mechanism in the SAO, for example in RMAF is aDefect Report in accordance with PU 2201 Arahan Organisasi dan PentadbiranKejuruteraan Technical Reports Procedure.

174. Clause e. Organisation Procedure Manual should specifies quarantine procedures.Civilian organisations should adopt stores management procedures to ensure therequirements of this clause are met.

REGULATION 5.3.2 REPORTING OF UNAIRWORTHY CONDITIONS


175. An essential element of the State airworthiness management system is the reportingof all conditions that may affect the airworthiness of aircraft and aeronautical product. Whenthe AMO considers that an unserviceability may adversely affect airworthiness (as furtheramplified below), the unserviceable condition becomes known as an Unairworthy Conditionand additional reports are required.

Cross References


a. Federal Aviation Regulation (FAR) 145.63, 145.79;

b. Joint Aviation Requirements (JAR) 145.60;

c. Civil Aviation Regulations 1988, Regulations 51, 51A, 51B, 52, 52B.

d. SAO reference address the requirement of this regulation:


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177. These regulations use the term Unairworthy Condition for the same purpose as thecivil regulatory authority use the term Major Defect.

178. For the purpose of this regulation, Unairworthy Condition is an unserviceability that

has caused, or may cause:

a. a primary structural failure in an aircraft;

b. a control system failure in an aircraft;

c. an engine failure, particularly an engine structural failure;

d. a failure to an aircraft safety system;

e. a fire in an aircraft; or

f. in the SMMs assessment some other adverse effect on technicalairworthiness.


179. Clause a. The format for reporting of unairworthy conditions is left to the discretion ofthe responsible AEO. The list of reports an AMO may be required to submit includes, but isnot limited to, the following:

a. Defect Report,

b. Aircraft Damage Report,

c. Condition Report,

180. The Report format and content requirements shall be acceptable to the TAR, forexample in RMAF, the report format as i.a.w PU 2201 Arahan Organisasi dan PentadbiranKejuruteraan - Technical Reports Manual.

181. An AEO may allow the AMO to use an alternate format for reporting unairworthyconditions providing the intent of the publications referenced above has been satisfied.

REGULATION 5.3.3 AMO INVESTIGATION OF REPORTED UNSERVICEABLE ANDUNAIRWORTHY CONDITIONS


182. Reporting and subsequent investigation by AMOs of unserviceable and unairworthy

conditions, reported under Regulation 5.3.1.d and 5.3.2.a, are required to provide first handknowledge to assist the AEO to:

a. establish the cause of the condition;


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b. assess all implications that the condition may precipitate; and

c. evaluate, in a timely and rational manner, the action necessary to prohibit orprevent unairworthy conditions or failure.

Cross Reference

183. SAO reference addresses the requirement of this regulation:


184. Investigations need to cover the incident itself, prime cause, contributing cause, andwhere applicable, recommendations and/or the implementation of corrective andpreventative action. Where applicable, the following information should be considered in theinvestigation or forwarded to the relevant AEO when further investigation is necessary:

a. the details of any other unserviceability or damage;

b. possible prime and contributing causes;

c. the test equipment used and diagnostic procedures followed;

d. description of the tests, measurements and adjustments;

e. details of irregularities observed during the investigation;

f. probable cause of the condition;

g. proposed action and recommendations to prevent recurrence; and

h. details of any items placed in quarantine pending further investigation.


185. Clause a. The investigation conduct and reporting of unserviceable and unairworthyconditions requirements acceptable to the TAR.


187. Where the AMO is unable to meet the time limits specified for clauses a and b, orwhere the investigation is beyond the capability of the AMO, that AMO should seek advicefrom the AEO.

REGULATION 5.3.4 MAINTENANCE INCIDENT REPORTING


188. From time to time, maintenance incidents occur due to systemic failure, human erroror deliberate action. The DGTA will usually require a report o f the AMOs investigation ofsuch incidents that identifies action that needs to be taken, either by the AMO or by a higher


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authority. This investigation and reporting will be done to prevent a recurrence of the eventand in turn, contribute to the improvement of maintenance standards and practices. Whenan incident has an adverse impact on airworthiness it needs to be reported to the relevantAEO as well as the DGTA.

Cross References

189. SAO reference address the requirement of this regulation:


190. A Maintenance Incident is an event associated with a maintenance activity, notimmediately attributable to a material defect, which results in, or has the potential to result inpersonnel injury, aircraft or aeronautical product damage, or premature failure of an aircraftand/or aeronautical product.

191. The ultimate purpose of Maintenance Incident Reporting is to rectify deficiencies inmaintenance policy, procedures, practices and/ or equipment, and is not to attribute blame.Only when incidents have an adverse effect on airworthiness are they of interest to the AEOand the TAR.


192. Clause a. Procedures that meet the requirement of this regulation to be acceptableby TAR.

REGULATION 5.3.5 OTHER REPORTING REQUIREMENTS


193. Regulations 5.3.1, 5.3.2, 5.3.3 and 5.3.4 address unserviceable or unairworthyconditions that are identified either during aircraft and/or aeronautical product operation ormaintenance. The AMO may also become aware of unserviceabilities or unairworthyconditions outside of operation or maintenance, such as within the supply or storage system,that will also need to be reported. The reporting of these conditions is an important elementof the management of technical airworthiness.

Cross Reference

194. The following SAO references address the requirements of this regulation:

a. RMAF PU 3207 Keselamatan Penerbangan;


195. Where an aeronautical product is identified as, or is suspected of being substandardfor the purpose it was intended, the relevant AEO responsible for the identification andsource selection of that aeronautical product needs to be informed so as to ensureappropriate action is taken.


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196. Examples where aeronautical products are unacceptable for use and are required tobe reported in accordance with this regulation includes, but is not limited to:

a. the receipt and purchasing documentation do not match,

b. the aeronautical product fails a technical inspection,

c. the aeronautical product is damaged, or

d. the aeronautical product is suspected of being unapproved.


197. Clause a. This clause is self-explanatory


REGULATION 5.3.6 TECHNICAL REPORTING SYSTEMS


199. The SAO has developed several systems for reporting technical equipmentperformance or condition that is outside normal accepted standards. Technical reports arealso used to notify authorities of an organisations inability to comply with, or to forecastproblems in complying with, promulgated maintenance instructions. (This regulation waspreviously 5.2.5.)

Cross References

200. SAO references addresses the requirements of this regulation:


201. Any technical reporting system should aim to capture as much information aspossible to allow full analysis, investigation and/or corrective action to take place. Systemsused to notify authorities of compliance inability, defects, maintenance deficiencies,

equipment condition and damage or safety issues; should do so in a timely manner to allowfor the appraisal of airworthiness impact and intervention if required.


202. Clause a. The SMM should be able to demonstrate how the AMO complies with thereporting requirements for DGTA or the relevant AEO as promulgated in the above referencedocuments.


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5.4 DEVIATIONS

REGULATION 5.4.1 DEVIATIONS


203. Situations arise during maintenance and operation whereby an item of equipmentcannot be produced, or restored to the blueprint configuration, as defined in the currentapproved configuration documentation. In such circumstances a departure from the currentapproved configuration may be required for a specified time period or to a limited number ofitems. This regulation has been developed from, and complements, Regulation 3.5.8(Deviations), which requires an AEO to manage and approve temporary departures from theweapon system type design. Deviations provide the AMO prior authority and requisiteinstructions to temporarily depart from the type design.

204. Deviations are authorisations to temporarily depart from the current approvedconfiguration documentation. Deviations do not change, nor are they reflected in, the current

approved configuration documentation. When a temporary variation from the currentapproved configuration is necessary, an approved deviation is required.

205. AEOs are responsible for defining and monitoring the actual configuration of eachaircraft and aeronautical product. This information is essential to effect appropriateengineering management of the weapon system. All deviations to the aircraft or aeronauticalproduct need to be approved by the AEO and documented against the configuration recordfor the aircraft or aeronautical product.

206. Deviations from the approved configuration of an aircraft or an aeronautical productneed to be sought from the AEO and comply with the requirements of Regulation 3.5.8

(Deviations). Any Request for Deviation should be initially assessed by the SMM. If the SMMdeems the request is justified, then a Request for Deviation is to be submitted to the relevantAEO, stating all relevant details pertaining to the deviation being sought. Each Request forDeviation should be restricted to individual aircraft or individual aeronautical product.

207. Due to the criticality of primary and secondary aircraft structures, proposed non-standard repairs need to be approved by the AEO prior to incorporation. When there is arequirement to incorporate a non-standard repair, a Request for Deviation is to be submittedin writing to DGTA or relevant AEO as applicable, prior to carrying out the repair. The actualformat and content of the request is normally defined by the relevant AEO but as a minimum,should include the details contained below in the Acceptable Means of Compliance.

208. On receipt of an AEO and/or DGTA approved deviation (ie Engineering Disposition),the AMO should ensure:

a. the work is performed in accordance with the instruction detailed in thedeviation;

b. a permanent record of the deviation implementation is made in the applicableaircraft or aeronautical product maintenance documentation; and

c. a copy of the deviation approval is retained along with other aircraft andaeronautical product maintenance records, as required by Regulation 5.2(Maintenance Records, Documentation and Data).


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NOTE

When using SPKB, the word Deviation needs to be included in the appropriate block whenrecording unserviceability details of the aircraft or aeronautical product.

209. Whenever a deviation has been corrected or no longer applies to an aircraft or

aeronautical product, an entry in the applicable aircraft or aeronautical product maintenancedocumentation should be made to reflect the change. Additionally, the AEO needs to beinformed of all reworks that have been completed.


210. Clause a. AMOs need to be able to demonstrate, to the satisfaction of the TAR, thatthere is an effective mechanism for processing deviation requests to the AEO or DGTAcontaining all necessary details. Approval from the AEO or DGTA, as applicable, is requiredprior to incorporation of the deviation. The MMP needs to include, or provide a reference toanother controlled document containing, the details of the AMOs deviation requesting

procedures.

211. During the preparatory phase of the Request for Deviation, the requestingorganisation should, as a minimum, consider the following aspects:

a. the nature and extent of the deviation;

b. impact on aircraft operation;

c. impact on engineering, aircraft safety, and maintenance standards;

d. reference to previous deviations (ie to advise the AEO of any trends whichmay suggest Engineering Change Proposal or Substitution action is moreappropriate);

e. existing repairs (standard and non-standard) in the vicinity of the proposeddeviation; and

f. workload impact on AMO and/or contractors.

212. The Request for Deviation should be submitted in writing and as a minimum containthe following information:

a. Title (a basic description of the Request for Deviation);

b. Equipment type affected aircraft tail number or aeronautical product partnumber/serial number;

c. Description of the problem and its origin;

d. Nature and extent of the deviation required, including an expected duration;

e. Impact on engineering and maintenance standards (if determinable);


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f. Details of any suggested repair or rectification process;

g. Details of other items affected by the repair; and

h. Supporting documentation.

213. Clauses b and c. These clauses are self-explanatory.

214. Clause d. AMOs need to maintain permanent records of all Requests for Deviationassociated responses and subsequent incorporation details. Associated responses mayinclude, but not be limited to, approvals for Request for Deviations, requests for extra detailand follow-up on late responses. Permanent requests and responses records can beachieved by a number of different means such as paper-based files, registers, or electronicdatabase. The system needs to be fully defined in the MMP or other controlled document.

215. Clause e. This clause is self-explanatory.

5.5 TOOLS, EQUIPMENT AND AERONAUTICAL PRODUCT

REGULATION 5.5.1 TOOLS AND SUPPORT EQUIPMENT


216. An AMO needs to have, or be able to access, the necessary tools and supportequipment to perform the approved scope of work. Tools and support equipment are thoseitems necessary to maintain, measure, calibrate or test an aircraft, aircraft system, and/oraeronautical product to approved standards (support equipment includes a wide range of

equipment from stands and docking to highly sophisticated test equipment).

217. Unapproved or unserviceable Ground Support Equipment can compromise thetechnical integrity of aircraft and aeronautical product. The AMO needs to ensure onlyapproved and serviceable Ground Support Equipment is used in the conduct ofmaintenance.

218. An essential element of State technical airworthiness management system is theassurance of aircraft and aeronautical product technical integrity through the use of onlyappropriate and serviceable tools and support equipment. The effective control andaccounting of tools and support equipment minimises the likelihood of any item or objectpresenting a potential hazard to safety or serviceability.

Cross References


a. Joint Aviation Requirements (JAR) 145.40(b) Equipment, Tools andMaterials.



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220. Tool and support equipment management procedures control tool usage byminimising the risk of tools being left in aircraft and aeronautical product and ensure thatappropriate and serviceable tools are used. The primary objectives of an AMOs toolmanagement system should be to:

a. ensure serviceability and suitability of tools and support equipment used foraircraft and aeronautical product maintenance, and

b. improve flight safety by minimising the possibility of tools and supportequipment being left where they could cause damage or present a potential hazardto the safety or serviceability of aircraft or aeronautical product.

221. The control of tooling and support equipment requires the AMO to have proceduresto maintain service, inspect, and, where appropriate, calibrate such items in accordance withthe relevant AEO or DGTA standards prior to use. A clear system is required to indicate the

items inspection, service or calibration status. Maintenance records should be maintainedfor all precision tooling and measuring equipment together with a record of service,inspections, calibrations and standards used.

222. Another aspect of tool control is the management of tools brought into themaintenance area by either specialist technicians (such as Non Destructive Testing) or otherpersonnel undertaking maintenance on non aircraft equipment such as facility, plant, orground equipment. The tool control procedures need to ensure that such specialist activitiesor non-aircraft maintenance activity does not compromise the technical integrity of aircraftand aeronautical product.

223. Ground Support Equipment (GSE) is the equipment used in direct support ofmaintenance of an aircraft or aeronautical product. GSE comprises a wide range of mobileand po

section 4 leaflet 2

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