Sammy Mochama

AIRCRAFT MAINTENANCE PROCEDURES

OBJECTIVE
 Explain Aircraft Maintenance Planning
 Maintenance Philosophy
 Statistical Reliability
 Certification
 Describe the maintenance schedule and programs
 Schedule Maintenance
 Un-schedule Maintenance
 Maintenance triggers
 Explain how ETOPS affects Maintenance procedures
 ETOPS Meaning
 Regulatory requirements
 ETOPS Maintenance requirements
 Minimum equipment List
 Describe the program for Ageing aircraft
 Maintenance programs and schedules
 MSG Concept
 Explain computer assisted maintenance programs
 On ground
 On board
 Instrument warning and trouble shooting
 State quality assurance procedures for aircraft
 Quality assurance regulatory requirements
 Quality assurance principles
 Quality control
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1.1 MAINTENANCE PLANNING

MAINTENANCE PHILOSOPHY
 For an aircraft operator to be competitive and financially sound, maximum aircraft
utilization must be a top priority. This means minimum down time for maintenance thus
less maintenance cost.
 The operator must therefore consider the means of carrying out the maintenance
program to the best effect.
 It is from this background that a maintenance process known as Condition Monitored has
evolved.
 Condition Monitored is not a separate activity but a complete process which cannot be
separated from the complete maintenance program.
 It is not just an identification of a single maintenance action but is a basic maintenance
philosophy.
 The CAA recognizes four primary maintenance concepts. They are;
 Hard Time
 On condition
 Condition monitoring
 Condition Monitored
 Hard time and on condition are concerned with preventative process while condition
monitoring is not.

i. HARD TIME -This is a preventative process in which a component or system is allowed to

work for a fixed period of time before it is removed from the aircraft irrespective of its
serviceability condition and replaced with a new one.
 The prescribed actions normally include Servicing and such other actions as Overhaul,
Partial Overhaul, Replacement, in accordance with instructions in the relevant manuals
so that the Item concerned is either replaced or restored to such a condition that it can
be released for service for a further specified period

ii. ON-CONDITION This also is a preventative process but one in which the Item is inspected
and tested at specified periods to an appropriate standard in order to determine whether
it can continue in service. The fundamental purpose of On-Condition is to remove an
Item before its failure in service.

iii. CONDITION MONITORING In this concept, information on Items is gained from

operational experience, data is collected, analyzed and interpreted on a continuing basis
as a means of implementing corrective procedures.

iv. CONDITION MONITORED -Is the utilization of the above three concepts.
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ADVANTAGES OF CONDITION MONITORED MAINTENANCE CONCEPT

1. Efficient use of manpower
2. Reduction of aircraft on ground
3. Accurate record keeping
4. Improved management of information
5. Efficient use of facilities
6. Optimization inventories of removable parts

STATISTICAL RELIABILITY ELEMENT

 A statistical reliability program, as an element of Condition Monitoring is the continuous
monitoring, analyzing and recording of the functioning and condition of aircraft
components and systems.
 The results are then measured or compared against established normal behavior levels
so that the necessary corrective action may be assessed and where necessary be taken

 The assessment is made by examination of rates of occurrence of events such as in-flight

defects, incidents, delays, engine unscheduled maintenance, air turn-backs, etc. which
are reported in accordance with the procedure associated with the reliability element of
Condition Monitored Maintenance.

 The assessment of defect, removal, failure rate and age bands at which Items fail, or the
probability of survival to a given item are used to measure the effect of suitability of the
primary maintenance processes applied to Items.

MAINTENANCE CERTIFICATION

MAINTENANCE PLANNING DOCUMENT (MPD) –Is a document prepared by the manufacturer

during type certification phase of a specific aircraft specifying the level and depth of
maintenance to be carried out on that aircraft.

APPROVED MAINTENACE SCHEDULE –Is a document compiled by an operator based on

maintenance planning document and is approved by the CAA. It also specifies the level and
depth of maintenance task to be carried out on a specific aircraft.

It is more restrictive than the MPD because it incorporate,

 Mandatory service bulletins
 Airworthiness Directives
 Local environmental conditions where the aircraft will be operated
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MODELS FOR MAINTENANCE CHECKS AND INSPECTIONS

 There are three main models for maintenance checks and inspections;
 Block Cumulative
 Opportunity Maintenance
 Fully Equalized

a. BLOCK CUMULATIVE MAINTENANCE

 SERW
 This arrangement is not suitable for many operators due to the uneven work load and
the lengthy periods the aircraft are on the ground undergoing maintenance.

b. OPPORTUNITY MAINTENANCE
 This arrangement can work well when the aircraft is on low utilization.
 If the aircraft flies say an average of 3 days per week, then there are 4 days each week to
carry out maintenance.
 This arrangement is wasteful of manpower due to repetitive work and requires more
supervision to ensure that all planned maintenance is carried out.

c. FULLY EQUALIZED MAINTENANCE

 In this program each check is arranged to have a similar workload. This means the
manpower requirement can be reasonably constant and eases the problems with flight
planning.
 It is the most convenient arrangement for management to plan maintenance.
 If major check is not included in the equalized plan then there could be a dedicated
workforce utilized just for major checks.
 This would assume the operator has a comparatively large fleet of aircraft that are flying
all year round.
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CHECH CYCLE FOR DIFFERENT AIRLINER

 Let us consider an operator who operates aircraft over short distances daily but does not
fly during the night.
 He will require full aircraft availability for the day time flights and may choose to carry out
maintenance checks overnight.
 Each night the workforce will have an aircraft available for an 8hour period, but the
aircraft will be required each day to meet its commitment.

 If we now consider an arrangement where the operator requires to fly his aircraft round
the clock then he may arrange to have a spare aircraft (which is an expensive option) in
the fleet so that at any one time he has an aircraft on maintenance.
 If this is the case then the depth of maintenance on each hanger visit can be increased
because the aircraft will visit the hanger less frequently.
 Checks for different airlines may be given different names –Check 1, check 2, inter 1,
inter2 and so on.
 Check cycles for similar aircraft operated by different airlines can be quite different
reflecting the differing use of the aircraft. For example, for B757s:

AIRLINE A
Transit check -Every stop
Ramp 1 -Each night stop
Ramp 2 -100 flying hours
Ramp 3 -300 flying hours
Service 1 -400 flying hours
Inter 1 -4500 flying hours/2years
Inter 2 -7000 flying hours/3.5years
Inter 3 -12000 flying hours/6years

AIRLINE B
Check A -Before every flight
Check B -Daily
Check C -+100 flying hours
Check D -450 flying hours/300 flights
Check 2D -900 flying hours/3 months
Check E -3000 flying hours/15months
Check F 6000 flying hours/30months
Check G -12000 flying hours/60months
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 These schedules similar but not the same and maintainers must ensure that the correct
schedules is used
 If Airline A does contract maintenance for Airline B it is essential that the correct
schedule is used for those aircrafts.
 Maintenance organizations carrying out maintenance under contract for foreign
operators must have the approval of that country’s CAA.
 Whichever system is chosen, the management will have to develop a maintenance
program that suits their operating pattern and no two similar operators need have the
same maintenance arrangements.

PLANNING AND MAINTENANCE CHECK

 The following areas will have to be looked at when planning to bring an aircraft in for a
planned maintenance inspection:
1. Paper-work
2. Spares
3. Labor
4. Hangar
5. Equipment
6. Modification and Operation

1. PAPER WORK The following should be prepared prior to aircraft arrival;

 Maintenance program/Light Aircraft Maintenance Schedule (LAMS)
 Job cards/work cards/work schedule
 Maintenance Manuals
 Aircraft, engine and propeller log books
 Register of job cards
 Review of Service bulletins and job cards raised
 Review Deferred defects list
 Mandatory modification and inspection summary checked (MAMIS)

2. SPARES -With reference to the deferred defects list, life items list, maintenance schedule
and taking into account past experience the appropriate spares should be assembled.
 These may include large components such as engines, propellers and consumables such
as oil, grease, nuts, bolts, rivets and so on. All spares as appropriate should be
documented.

3. LABOR The right number of workforce should be available and be appropriately qualified
as licensed and approved engineers to work on the aircraft.
 Other staff may also be needed depending on the size of the aircraft and the
maintenance check.
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4. HANGARAGE -Does the aircraft need to be in the hangar? If so is one available with the
appropriate space? Is workshop space required in engine bays, radio bays, and
instrument bays?

5. EQUIPMENT -Equipment has to be available to include, towing gear, tug, jacks and
trestles, test equipment and standard and specified tools

6. MODIFICATIONS -Modification kits should be prepared with reference to service bulletins

and airworthiness directives. Reference should be made to the Mandatory Modifications
Inspection Summary (MAMIS).
 The kits should be checked for completeness, physical condition and correct
documentation.

7. OPERATIONS -The operation schedule of the airline /operator should be checked to see
that there is no disruption to the published flight schedules/planned work program

1.2MAINTENANCE SCHEDULE AND PROGRAM

 MAINTENANCE SCHEDULE - A Maintenance Schedule contains details of what is to be

maintained on an aircraft, when and how often. The details are those published by the
Type certificate holder (TCH) or the Original Equipment Manufacturer (OEM).
 There are two types of maintenance schedule;

1. Schedule Maintenance –Is performed at various levels and is always planned in advance.
It is usually planned to be done in the base station where major maintenance functions
are carried out.
2. Unscheduled Maintenance –Is performed on an aircraft when a malfunction is reported
which was not planned. Depending on the nature of the faulty the aircraft may be flown
to a location where the fault can be rectified.

 MAINTENANCE PROGRAM - Maintenance Program is Maintenance Schedule together

with a host of procedures that are designed to continually review its applicability and
effectiveness for the aircraft it is approved for.

MAINTENACE PROCEDURE
1) Maintenance plan are prepared
2) The Tech Records will consult the aircraft maintenance schedule and produce job cards
for all the tasks required.
3) A register will be kept for all the job cards raised
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4) The aircraft is then rolled into the hangar if necessary and work being. The initial task
involves checks and inspections.
5) Defects will be discovered and if need be more job cards will have to be raised to cover
the extra work required.
6) These cards will also be registered so that the Tech Records has a record of all the cards
raised.
7) As the work on each card is completed the necessary paper work is done and then the
aircraft is rolled out.
8) All the cards and other documents will be returned to Tech Records for the transfer of
information into the log books, modification record books e.t.c. and for retention of the
CRS’s for the appropriate period of time.

CONTENT IN THE MAINTENACE PROGRAM

1. Maintenance task and interval at which the task are to be carried out
2. Maintenance functions that may require a prefight test to be carried out
3. Details of personnel responsible of signing the CRS
4. Life limited items and components control system
5. A procedure for changing or diverting from the standard practices
6. Maintenance certificates that are to be issued after maintenance functions have been
performed
7. Unscheduled maintenance e.g. hard landing, over-weight landing, lightning strike , bird
strike
8. Critical maintenance inspection that will require duplicate inspection e.g. flight control
rigging
9. Must have a condition monitoring and reliable program for components
10. When applicable, a continuing structural integrity program task

MAINTENANCE FUNCTIONS THAT REQUIRE TEST FLIGHT

i. Change of control surface
ii. Propeller change
iii. Rigging of the engine

MAINTENANCE TRIGGERS
 The frequency of maintenance task on an aircraft is affected by;
i. Function of the aircraft
ii. Area of operation/ Environmental conditions
iii. Age of the aircraft
iv. Legal reasons
v. Wear and tear
vi. Corrosion
vii. Poor design
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1.3 ETOPs

 Is an acronym for ICAO standing for Extended range Twin engine Operations Standards.
 Is an aviation term permitting twin-engine commercial aircrafts to fly routes that, at
some points, are long distance of flying time from an emergency or an airport diversion
with one engine in-operative.
 Is a certification process which is awarded by various CAA after they have examined the;
i. The aircraft
ii. The level of crew training
iii. Level of maintenance practices
iv. Competency of the maintenance personnel
v. Competency of the operational department
vi. Reliability data
 This term was broaden to include aircrafts with more than two engines. Currently, there
are different levels of ETOPS certification each allowing the aircraft to fly for the
authorized duration without a stop in between.
 For example, an aircraft which has an ETOPS certificate of 180 minutes is allowed to fly
for 180 minutes with a single engine up to the nearest airport.
 The failure of the other engine is always considered as an incident and the crew should
not be over-loaded while flying the aircraft with a single engine.

REGULATORY REQUIREMENTS
 Refer from KCARS 2013, SUPPLEMENT NO. 62 -AIRCRAFT OPERATIONS (PART III)

ETOPS MAINTENANCE AND RELIABILITY REQUIREMENTS

 The maintenance program shall contain the standards, guidance and direction necessary
to support the intended operation.
 Maintenance personnel and flight crew involved must be made aware of the special
nature of ETOPS and have the knowledge, skills and ability to accomplish the
requirements of the program.
 The Airworthiness section must assess the operator's maintenance program as being
suitable to support the proposed ETOPS operation before the operational approval for
ETOPS can be granted.
ETOPS MAINTENANCE PROGRAM

 The basic maintenance program for the aircraft being considered for ETOPS is the Aircraft
Maintenance Schedule (AMS) currently approved for that operator and for that specific
aircraft.
 This AMS should be reviewed to ensure that it provides an adequate basis for
development of ETOPS maintenance requirements.
 These should include maintenance procedures to preclude identical action being applied
to multiple similar elements in any ETOPS critical system (e.g. fuel control change on both
engines).
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i. ETOPS related tasks should be identified on the operator’s routine work forms
and related instructions.
ii. ETOPS related procedures, such as involvement of centralized maintenance
control, should be clearly defined in the operator’s program.
iii. An ETOPS service check should be developed to verify that the status of the
aircraft and certain critical items are acceptable. This check should be
accomplished and signed off by an ETOPS qualified maintenance person
immediately prior to an ETOPS flight.
iv. The Technical Log should be reviewed and documented as appropriate to ensure
proper MEL procedures, deferred items and maintenance checks, and that
system verification procedures have been properly performed.

ETOPS MANUAL
 The operator should develop a manual for use by personnel involved in ETOPS.
 All ETOPS requirements, including supportive program procedures, duties and
responsibilities, should be identified and be subject to revision control.
 This manual should be submitted to the Authority 30 days before implementation of
ETOPS flights.
 Alternatively the operator may include this information in existing manuals used by
personnel involved in ETOPS.
 ETOPS maintenance approach that can be applied to all commercial aircraft includes;
i. Engine health monitoring
ii. Pre-departure service check
iii. Basic and multiple system maintenance practices
iv. Event oriented reliability program

1. ENGINE HEALTH MONITORING

 The ETOPS philosophy is a real-time approach to maintenance that includes continual
monitoring of conditions to identify problems before they threaten aircraft operation or
safety.
 Two items in the ETOPS maintenance program that best illustrate this real-time approach
are oil consumption monitoring and engine condition monitoring
 The oil consumption rate, the amount of oil used per hour of operation on the previous
flight should be calculated for both engines and the APU, during ETOPS dispatch.
 The resulting number provides a better indication of oil usage. If the rate is acceptable,
the flight can be released; if not, the cause of the increased usage must be addressed
before dispatching the aircraft on an ETOPS flight.
 The programs allow for monitoring of such parameters as engine vibrations levels,
exhaust gas temperature, fuel and oil pressures.
 ETOPS operators are required to use ECMs to monitor adverse trends in engine
performance and execute maintenance to avoid serious failures.
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2. PRE-DEPARTURE SERVICE CHECK

 Regulation requires certain ETOPS systems to be checked before each flight.
 This is because certain systems relating to ETOPS were redesigned for greater reliability
and dispatch requirements were altered for ETOPS (e.g. MEL requirements).
 All alteration that were done in order for an aircraft to acquire an ETOPS certificate must
be considered before dispatching an aircraft.

3. BASIC AND MULTIPLE SYSTEM MAINTENANCE PRACTICES

 Two programs -- resolution of discrepancies and avoidance of multiple similar system
maintenance.
 Resolution of discrepancies. This program requires items that are repaired or replaced to
be checked for proper installation and operation before the work is signed off on the
maintenance log.
 This ensures that the item is actually fixed and that no new problems were introduced
during maintenance. This maintenance practice is applicable to all aircrafts.
 Avoidance of multiple similar systems maintenance. Maintenance practices for the
multiple similar systems requirement were designed to eliminate the possibility of
introducing problems into both systems of a dual installation (e.g., engines and fuel
systems) that could ultimately result in failure of both systems.
 The basic philosophy is that two similar systems should not be maintained or repaired
during the same maintenance visit

4. EVENT ORIENTED RELIABILITY PROGRAM

 An event oriented reliability program of an ETOPS certified aircraft requires that
important systems are investigated to determine if a problem can be reduced or
eliminated by changing the program.
 Examples of events include a failure, removal, or pilot report. Events can also be
monitored to detect long-term trends or repeat items

MINIMUM EQUIPMENT LIST ( M.E.L)

MASTER MINIMUM EQUIPMENT LIST (MMEL)
This is a document compiled by the manufacturer based on the aircraft design configuration. It
permits operation of the aircraft with some systems, equipment or components in-operative.
It forms the basis that the operator can compile a minimum equipment list.

MINIMUM EQUIPMENT LIST

This is a document compiled by the operator of a specific type of an aircraft based on the master
minimum equipment list and approved by the CAA.
It also permits operation of the aircraft with some system, equipment or components in-
operative. It is more restrictive than the master minimum equipment list.

CATEGORY OF MINIMUM EQUIPMENT LIST

i. CATEGORY A
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 Items listed in this category must be repaired immediately. In most cases, they are always
no go items i.e. the aircraft will not be dispatched with these items in-operative.
ii. CATEGORY B
 Items in this category must be repaired within 3 consecutive days of the date the
malfunction was recorded excluding the day the report of the malfunction.
 Once the 3 days elapses and the malfunction has not been rectified, the aircraft is
grounded wherever it is.
iii. CATEGORY C
 Items under this category should be rectified within 10 consecutive days from the day of
the malfunction was reported.

iv. CATEGORY D
 Items under this category must be rectified within 120 consecutive days excluding the
day malfunction was reported.

AIR TRANSPORT ASSOCIATION OF AMERICA (ATA)

 The purpose of ATA is to standardize all manufacturer technical literature and to identify
part of an aircraft in a standard way.

“O” The symbol “O” indicates requirement for specific operation procedures which must be
accomplished before dispatching the aircraft. Normally, these procedures are accomplished
by the flight crew. However, other personnel who are qualified and authorized may perform
that special operation procedure depending on the SOPs of the airline.

“M” The symbol “M” indicates requirement for specific maintenance procedures which must
be accomplished before dispatching the aircraft. Normally, these maintenance procedures
are accomplished by the maintenance personnel. However, other personnel who are
qualified and authorized may be allowed to accomplish these maintenance procedures.

1.4 AGEING AIRCRAFT

MAINTENANCE PROGRAM AND SCHEDULE

MAINTENANCE STEERING GROUP (MSG) CONCEPT

MSG EVOLUTION
The objective of the MSG decision logic process is to develop a scheduled maintenance program
that ensures maximum safety and reliability for the equipment at the lowest possible cost
 In 1968, the Boeing Company developed the MSG-1. The maintenance schedule was
meant to ensure the safety of their B747-100 aircraft.
 This concept moved from tradition of overhaul and replacements at time intervals to one
that considered the type of task and intervals need to keep the aircraft safe.
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 MSG was found to be very successful because it saved time, money and unnecessary
interference with components.
 After implementing MSG-1, the airlines who operated the 747 realized an immediate
reduction in total maintenance costs by an astounding 25 to 35 percent.
 Elimination of scheduled overhauls not only led to major reductions in labor and material
costs, but also reduced spare engine inventories required to cover back shop
maintenance by 50 percent.
 Therefore, the company found a need to apply the approach to all their aircraft. Thus,
MSG was made applicable to more aircraft by making it more general.

 In 1970, the airline industry developed and implemented MSG-2, the

“Airline/Manufacturer
Maintenance Program Planning Document. However, over time the MSG-2 was found to
have some significant drawbacks.

 To overcome these failures MSG-3 came into existence in 1980, Nine years after the
airline industry developed MSG-2. The MSG-3 was called the “Operator/Manufacturer
Scheduled
Maintenance Development Document.
 The airlines restructured MSG-3 to be a system-driven, top-down, and task-oriented
process. Process-oriented means that on-condition, hard-time, and condition monitoring
processes.

 Today, most of the world’s aircraft maintenance organizations are using MSG-3
approach.
 Modern aviation maintenance is divided into four checks: A, B, C and D checks.
 These checks are carried out at predetermined time based on the number of flight cycles
of flight time. These checks are performed under a maintenance program founded on
MSG-3
 Development work continues with type certificate holders continuing to work with
aircraft operators, regulators and ATA to update MSG-3 to consider improvement to the
methodology

ADVANTAGES OF MSG-3
i. Top down process which enables a step by step systematic analysis
ii. Reduced maintenance costs
iii. Fewer maintenance tasks
iv. Some tasks are carried out for economic reasons and others for safety reasons
v. Eliminate emotions

MSG-3 AND AGED AIRCRAFT

 Refinement through the years has proven that MSG-3’s decision logic works even better
on aged
aircraft because of the wealth of available knowledge and technical data.
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 This information is crucial to building a comprehensive scheduled maintenance program

for any
asset.
 Analysts build MSG-3 working groups, determine exactly how each failure consequence
affects operating safety and reliability.
 Once the working groups analyze each structural item or system component, they draft
scheduled proactive and preventive maintenance tasks to eliminate or mitigate each
failure mode identified during the analysis process.
 These tasks become the new MSG-3 scheduled maintenance program.

1.5 COMPUTER ASSISTED MAINTENANCE PROGRAM

Most aircraft operators today use some form of computerized system for technical records and
maintenance. There are a number of systems available and in common use.
A computer assisted maintenance program is a system that utilizes software to organize
planning, scheduling and support of maintenance and repair.
It performs the right maintenance on the right component at the right time. They can also
perform timely preventive maintenance to prevent components from failing in flight.

ON-BOARD MAINTENANCE SYSTEMS (OMS)

Provide a model based diagnostic approach. It offers aircraft operators and manufacturers a
quicker aircraft turn-around time and reduces production and lifecycle costs.
They monitor the health of the aircraft and diagnose issues quickly and accurately. OMS fuctions
include;
 Continuous monitoring of the aircraft
 Diagnose of the root cause fault behind symptoms
 Informs the maintenance crew of the required repair action
 Performs applicable testing e.g. ground test, return to service tests
OMS also include aircraft loading hardware which is used to provide a secure connection
between ground systems and the aircraft avionics.
OMS also downloads fault history database information from the aircraft’s central maintenance
computer (CMC)

ON-GROUND MAINTENANCE SYSTEMS

LIFE LIMITED AND RELIABILTY PROGRAM
These systems can be used to monitor aircraft component use. In many cases individual
components details can be logged onto the system and as each days flying details are inputted to
the computer which will count down the life remaining on components. In this way, components
with a limited life can easily be monitored.
Before the introduction of computers, these details were kept on cards or in paper form and it
was a more demanding task do deduct flying hours from component lives to indicate hours
remaining and when the component is due for change.
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1.6 QUALITY ASSUARANCE

QUALITY ASSURANCE SYSTEM

 Is a documented internal activities and management function by operator (AOC or AMO)
that determines the quality policy, objectives, responsibility and their implementation
through quality planning, quality control, quality assurance and quality improvement.

QUALITY MANUAL
 Is a document prepared by an operator. It describes the operator’s quality systems,
quality policy and commitment to observe quality in the day to day operation.
 Is a reference manual that serves as a reference point in reviewing and evaluating the
operator’s quality system by both internal and external audit

QUALITY POLICY
 All operators should establish a formal written quality policy statement which will serve
as a commitment by the accountable manager of the organization to what the quality
system intend to achieve.
 The policy should reflect achievement and continued compliance with current
regulations.

OBJECTIVES OF AN OPERATOR QUALITY SYSTEM

 To monitor compliance with the relevant civil aviation operational manuals, operators
maintenance control manual and any other standard specified by regulating body for the
purpose of ensuring that all aircraft operating remains in airworthy condition.

QUALITY ASSURANCE PROGRAM

 Is a program which includes all planned and systematic actions that are necessary to
provide confidence that all operations and maintenance activities are being conducted in
accordance with the applicable requirement
 Quality inspection, quality audits and management evaluations are the principle
components of a quality assurance.

QUALITY INSPECTION
 The main objective of quality inspection is to observe a particular event, action or
document in order to verify when the established procedures and requirements are
followed during the accomplishment of that event and whether the required standard is
met.
 Quality inspection should be carried out internally and externally on both schedule and
unscheduled programs.

QUALITY AUDIT
 An audit differ from an inspection in a sense that it is a systematic and independent
comparison of the way in which an operation is being conducted against the published
operations and procedures that specifies how it should be conducted.
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 Quality audit are always referred to as quality assurance processes. An audit should not
have any day to day involvement in the area of operation or maintenance that is being
audited.
 The program should identify a person in the organization who has the experience,
responsibility and authority to perform audit function and report to the quality assurance
manager.
 If the organization structure is small in that they cannot employ a full time quality
assurance personnel, the authority allows a structure engagement of authorized part
time auditors.
 When part time auditors are used it is important that the external auditor is someone
acceptable to the authority and familiar with the operation or maintenance conducted by
the operator.

FEEDBACK SYSTEM
 The quality system should always include a feedback system to accountable manager
which will ensure that corrective action are both identified and promptly addressed.
 Feedback system should also specify who is required to rectify discrepancy and non-
compliance in each particular case and clear suctions that will take action if the corrective
action is not complied within the specified time limit.
 Any non-compliance identified as a result of monitoring should be communicated by the
quality manager to the person responsible of taking the corrective action and the
accountable manager should be brief of such non-compliance.
 Such non-compliance should be recorded for further investigation in order to determine
the root cause and to enable recommendation of appropriate action.

INTERNAL AUDIT SCHEDULE

 An operator should establish a schedule for audits to be completed within a specified
calendar period.
 All aspects of the operations should always be reviewed within every period of 12
months in accordance with the problem.
 Depending on the size and complexity of the organization an operator may increase the
frequency with which internal audits are carried out
 However, an operator is not allowed to decrease the frequency of the internal audit
without the consent of the CAA.

AREA TO BE ADDRESSED BY THE QUALITY SYSTEM OF AN ORGANISATION

i. Quality procedures
ii. Quality policy
iii. Quality assurance program
iv. Documentation e.g. manuals
v. Training requirements
vi. Operator’s organization structure
vii. Standard and operational procedures
viii. Required financial, material and human resources
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AUDIT SCOPE
Operators are required to monitor compliance with operating procedures they have design to
ensure quality delivery of services, airworthy aircraft, serviceability of both operational and
safety equipments and safe operation.
In doing so they should monitor;
i. Flight safety
ii. Operational procedures
iii. Organization plan and objectives
iv. Manuals. Log books and records
v. Use Minimum Equipment List
vi. Maintenance program and airworthiness
vii. Deferred defect list
viii. Flight and cabin crew
ix. Training
x. Airworthiness directives management
xi. Mass balance and aircraft loading
xii. Aircraft performance in different weather conditions
xiii. Communication and navigation equipment
xiv. Instrument and safety equipment
xv. Dangerous goods
xvi. Supervision
xvii. Aircraft maintenance and operation interface

CORRECTIVE ACTION
After and audit has been carried out, the operator should establish;
 Seriousness of any finding and any need for immediate corrective action
 The origin of the finding
 What corrective action are required to ensure that the non-compliance do not re-occur
again
 A schedule for corrective action
 Identification of individual in the organization who will be responsible of implementing
corrective action.
 Allocation of resources by accountable manager to ensure the corrective actions are
carried out.

NOTE
 During an audit, when minor findings are raised they should be corrected via the
corrective plan
 If the next audit is carried out and the previous minor findings have not been corrected it
becomes a major finding.
 If another audit is carried out and a major finding has not been corrected the certificate is
taken and the operator will comply with major finding.
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FLIGHT SAFTEY
OBJECTIVES

 State the reasons for safety

 Definitions
 Awareness
 Regulatory Requirements
 Explain occurrence reporting
 Mandatory Reportable Occurrences (MRO)
 Incident Reporting
 Enhancing Reporting Culture
 Describe the flight safety organization
 Flight Safety
 FOD Control
 Tool control
 Explain Safety Management Systems
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DEFINITION OF TERMS

Hazard: Is a condition or an object with the potential to cause or contribute to an aircraft

accident or incident

Incident: An occurrence, other than an accident, associated with the operation of an aircraft
which affects or could affect the safety of operation.

Investigation: A process conducted for the purpose of accident prevention which includes
the gathering and analysis of information, drawing of conclusions, determination of causes and
making of safety recommendations

Causes: Actions, omissions, events, conditions, or a combination thereof, which led to the
accident or incident

Serious incident: An incident involving circumstances indicating that an accident nearly

occurred. The difference between an accident and a serious incident lies only in the result.

Investigator-in-charge: A person or a body commission or charged, on the basis of

his/her/their qualifications, with the responsibility for the organization to conduct and control an
investigation.

Accident: An occurrence associated with the operation of an aircraft which takes place between
the time any person boards the aircraft with the intention of flight until such time as all such
persons have disembarked, in which

1. a person is fatally or seriously injured as a result of

 Being in the aircraft direct contact with any part of the aircraft, including parts which
have become detached from the aircraft
 Direct exposure to jet blast except when the injuries are from natural causes
2. The aircraft sustains damage or structural failure which: Adversely affects the structural
strength, performance or flight characteristics of the aircraft
3. The aircraft is missing or completely inaccessible.
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1.1 OCCURRENCE REPORTING

MANDATORY REPORTABLE OCCURRENCE

Occurrences which should be reported to the flight safety officer includes;

 Warning of fire or smoke
 An emergency is declared
 Safety equipment or procedures are defective or inadequate
 Any engine has be shut down in flight
 A stall warning occurs
 Serious loss of braking
 Aircraft is evacuated
 Communication fail or are impaired
 Ground damage occurs
 A heavy landing check is required
 Bird strike or FOD

INCIDENT REPORT

 An aircraft incident can be defined as any occurrence, other than an accident, which
places doubt on the continued safe operation of the aircraft and:
1) Causes trauma to crew, passengers or third parties
2) Has jeopardized the safety of the crew, passengers or aircraft but which has
terminated without serious injury or substantial damage
3) Has serious potential technical or operational implications
4) Was caused by damage to, or failure of, any major component not resulting in
substantial damage or serious injury but which will require the replacement or
repair of that component
 Staff must be able to report hazards or safety concerns as they become aware of them.
 The ongoing hazard reporting system should be non-punitive, confidential, simple, direct
and convenient.
 Once hazards are reported they must be acknowledged and investigated.
 Recommendations and actions must also follow to address the safety issues.
 The system should include a formal hazard tracking and risk resolution process. Hazards
should be defined in a formal report.
 The report should be tracked until the hazard is eliminated or controlled to an acceptable
risk. The controls should also be defined and should be verified as formally implemented.
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PROCEDUR E FOR REPORTING AN AIRCRAFT INCIDENT OR ACCIDENT

In case of any incident or accident the available personnel should develop a comprehensive
report that contains the following information;
1. Type of aircraft
2. Nationality of the aircraft
3. Registration Marks
4. The owner of the aircraft/ the operator
5. Date and Time
6. Last point of departure and the intended landing point of aircraft
7. The position of the aircraft in relation to an easily defined geographical point.
8. Number of passengers on board, those dead and seriously injured
9. The nature of the accident/ the extent of damage
10. Description of any dangerous materials carried on board.

ENHANCING INCIDENT REPORT CULTURE IN AN ORGANISATION

1) All staff should know what hazards they are required to report.
2) The reporting system should be made easy, simple, convenient and direct.
3) Anyone submitting a safety report must receive acknowledgement and feedback
4) The reporting system should maintain confidentiality and non–punitive system
between the person reporting the hazard and the Flight Safety Officer.
5) After investigation, recommendations should be made widely available for the
benefit of all staff.
6) The system should provide dedicated reporting forms such as pilot reports,
hazard/safety reporting form and the reporting form for;
 the Australian Transport Safety Bureau (ATSB)
 Confidential Aviation Incident Reporting (CAIR)
7) Reporting culture should be encouraged during hiring process. If people with the
right attitude are hired, their behavior will be the cornerstone of a safety culture.
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1.3 FLIGHT SAFETY ORGANISATION

 The flight safety organization is headed by the Fight Safety Officer whose role is to
oversee the organization’s flight safety performance.
 The flight safety officer acts independently of the other parts of the organization
 The job holder will be responsible for providing information and advice to the CEO on all
matters relating to the safe operation of company aircraft.
 The flight safety officer must interact with line flight crew, maintenance engineers, cabin
crew and other general managers and departmental heads throughout the company to
encourage and achieve integration of all activities regardless of an individual’s status and
job discipline.
 The flight safety officer should also foster positive relationships with regulatory
authorities and outside agencies.

QUALIFICATIONS OF FLIGHT SAFETY OFFICER

1) A broad aviation/technical education

2) Experience as a flight crew member or engineer
3) A sound knowledge of commercial operations, in particular flight operations
procedures and activities
4) The ability for clear expression in writing
5) Good presentation and interpersonal skills
6) Computer literacy
7) Organizational ability
8) To be capable of working alone (at times under pressure)
9) The ability to communicate at all levels, both inside and outside the Company
10) Good analytical skills
11) To exhibit leadership and an authoritative approach
12) Be worthy of commanding respect among peers and management officials

FLIGHT SAFETY OFFICER AUTHORITY

 On flight safety matters, the Flight Safety Officer has direct and immediate access to the
CEO and all management and is authorized to conduct audits in connection with any
aspect of the operation.
 Where it is necessary to convene a company inquiry into an incident, the Flight Safety
Officer has the authority to implement the proceedings on behalf of CEO in accordance
with the terms of the company Operations Policy Manual

FLIGHT SAFETY OFFICER TRAINING

 The person selected would be expected to become familiar with all aspects of the
Company’s organization, its activities and personnel.
 This will be achieved in part by in-house induction training but such knowledge is best
acquired by self-education and research.
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 In-company training in basic computer skills such as word-processing, database

management and spreadsheets should be undertaken.
 A Flight Safety Officer appointed from an engineering background should be given a
condensed ground school and full flight simulator course which teaches the basics of
aircraft handling, navigation and the use of aeronautical charts.
 Formal air safety training is available from a number of reputable sources internationally.
Minimum training will consist of courses of instruction in basic air safety management

ROLES OF A FLIGHT SAFETY OFFICER

1) Carrying out safety audits and inspections

2) Planning and controlling the flight safety budget
3) Participation in corporate strategic planning
4) Assisting in conducting and coordinating of investigation of accidents and incidents
5) Publishing the periodic company flight safety magazine
6) Monitoring corrective actions and flight safety trends
7) Maintaining the air safety occurrence reporting database.

FLIGHT SAFETY DEPARTMENT

 As an operator expands its activities it will become increasingly difficult for the Flight
Safety Officer to function as a single entity. Additional specialists will be needed in order
to provide
an adequate monitoring function.
 Fleet Flight Safety Officers (pilots or flight engineers qualified on type)
 Engineering Safety Officers (licensed ground engineers with broad experience)
 Cabin Safety Officers (senior cabin crew members who are experienced in cabin
crew training and SEP [Safety Equipment and Procedures] development)
 Their task is to assist with the monitoring of events peculiar to their own fleet or
discipline and provide input during the investigation of occurrences.

FOREIGN OBJECT DAMAGE

 Any damage attributed to a foreign object that can be expressed in physical or economic
terms which may or may not degrade the product’s safety and or performance
characteristics.
 FOD is an important safety and quality control concept in the aviation industry where
small debris, loose objects, wild life and even human being have the potential to cause;
 Damage to the aircraft and ground equipment
 Injury to employee and or passenger
 Delays or safety violation
 Depending on the concept being discussed, FOD has two interrelating meanings, foreign
object debris and foreign object damage.
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FOREIGN OBJECT DEBRIS

 Any Object, live or not, located in an inappropriate location in the airport environment
that has the capacity to injure airport or air carrier personnel and damage aircraft.
 Are debris collected in an airside or workshop during an FOD walk
 It means any object, particle, substance or agent that is not where it is supposed to be.
 Examples of FOD;
 Tools
 Parts and loose hardware
 Unsecured building materials
 Trash, rubber and beverage containers
 Bird, wildlife and stray animals
 Human beings and volcanic ash

FOREIGN OBJECT DAMAGE

 Are damages attributed to a foreign object that can be expressed in physical and
economic terms which may degrade the product requiring safety and or performance
characteristics

EXAMPLE OF FOD SERIOUS ACCIDENT

In July 2000 crush of Air France Flight 4590 near Paris France
A strip of titanium hard fallen of the engine cowl of another airliner which had landed on the
runway.
Minutes later the titanium strip pricked the tire of the Air France aircraft during take-off.
The rubber part of the tire that had pulled off ruptured the fuel tank and the aircraft caught fire
killing all 113 people.

TOOLS AND EQUIPMENTS USED TO COMBAT FOD

1) Airfield sweepers
2) Dispersal cans
3) Aircraft and wheel covers
4) FOD detection systems

FOD CONTROL PROGRAM

In order to effectively minimize loses that may result from FOD, airport authorities and operators
are always encouraged to come up with a FOD control program.
An Ideal FOD control program should focus on the following areas;
1) Training
2) Inspection by airline, airport and aircraft handling personnel
3) Maintenance
4) Coordination
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1. TRAINING
 All airport and airline personnel should receive training in the identification and
elimination of FOD including the potential consequences of ignoring it.
 Effective training should emphasis on safety and hazard equipment, the direct costs
associated with FOD damage and indirect costs associated with flight delays and
rescheduling.
 It should also include procedures of removing and eliminating FOD at its source.
Recurrent training is necessary to help maintain an awareness of FOD.

2. INSPECTION
 Airline personnel should always join the airport staff in daily airside inspection.
 This practice helps increase familiarity with local airfield conditions and promotes
effective communication between the airport and airlines.

3. MAINTENANCE
 Maintaining control of FOD includes using several methods:
 Sweeping
 Magnetic bars
 Rumble strips
 FOD containers
 Sweeping may be done manually or with the airfield sweepers which is the most
effective equipment for removing FOD from airsides.
 Magnetic bars are suspended beneath tugs and trucks to pick up metallic materials.
Vehicles operating on the airside should be inspected periodically to ensure that they
have no loose items that can fall off.
 Driving over rumble strips dislodges FOD from vehicle undercarriages. The strips
which are 10 to 15ft long, can be moved and used at transitions from the landside to
the airside.
 FOD containers should be placed at all gates for collection of debris. The container
should be emptied frequently to prevent them from overflowing and becoming a
source of FOD themselves.

4. COORDINATION
Airports are encouraged to set up an FOD committee that meets on monthly basis. This
committee should comprise of members of various airliners who operate in the airport.
Minutes on this committee should be circulated to all operators who use the airport
An effective debris control program can greatly reduce the high cost of FOD and the
potential for injury personnel.
FOD control is most effective when all affected parties coordinate their effort.
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STAKEHOLDERS IN FOD MANAGEMENT

1) Airport staff
2) Airline staff and passengers
3) FBO Staff
4) Tenants
5) Manufacturers
6) Construction contractors

1.4 SAFETY MANAGEMENT SYSTEM

 Is a systematic approach of identifying an accident or an incident that has happened or is

about to happen and putting in place all the necessary available measures in order to
analysis the accident or prevent it from occurring.
 It involves;
1) Hazard Identification
2) Hazard Analysis
3) Change of Managerial decisions or policies
4) Safety reporting and investigation
5) Safety audit and surveys
6) Safety performance and monitoring

1. HAZARD IDENTIFICATION
 Hazards should be detected, classified and documented in a manner where reference will
be easy in future.
 Every system in place has an inherent vulnerable hazard situation that if not carefully
analyzed may lead to an accident.
 A hazard connected to unsafe event will always have ultimate consequences.

2. HAZARD ANALYSIS
 Safety risk management always involves several processes which includes analyzing the
already identified hazard which will be associated with day to day operation of the
organization.
 It involves;
 Estimating the safety risk
 Performing a risk assessment
 Controlling the safety risks
 Implementing risk mitigation (act of lessening its intensity)
 Documenting the safety risks
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 The process is systematic when the hazard is identified and the likelihood and the
probability of the hazard to occur are taken into account with the probable consequence
and finally an action is taken.
 A structured hazard analysis should address the following issues;
1) What is the hazard
2) Which events can produce it
3) What will happen when the hazard is released
4) How can we reverse the situation
5) How can the system currently in place lead to an accident or an incident
6) How can we avoid such an advance outcome

3. CHANGE OF MANAGERIAL DECISION OR POLICIES

 The aviation industry will always experience change due to the inherent dynamism of the
transport mode which is driven by;
 Improvement of technology
 Economic consideration
 Changes in policies
 Change in program services and regulations
 If a change is to take place, the following systematic procedures should be followed;
1) Define how the change will help improve the organization
2) Conduct a risk assessment analysis of the proposed change
3) Prepare a change plan and discuss it with all the structures in the organization
that will be affected by it.
4) Implement the change
5) Monitor and review the change if need be

4. SAFETY REPORTING AND INVESTIGATION

 Occurrence reports are important data sources to support safety risk management.
 These reports may range from high consequences events like accidents and serious
incidents to lower consequences events such as equipment failures.
 An optional reporting culture should be encouraged in an organization as this will make
the management aware of an in pending accident or incident.
 A safety report will include;
 Type of occurrence
 Type of aircraft ,engine and aircraft registration
 Personnel involved
 Flight number, from/to, date/time, landing at/destination
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 Flight phase and flight information

 Weather information
 Occurrence description
 Recommendations

5. SAFETY PERFORMANCE AND MONITORING

 The aim of safety management is to introduce performance based elements for a more
effective control of safety risks.
 The management is always based on the application of the principles of quality
management to the control and mitigation of hazards that threatens the operations of a
system.
 Indicators should be put in place to produce meaningful information about the behavior
of a system and to measure the effects of the implemented mitigating actions.
 Characteristics of those indicators include;
1) They should be objective, quantifiable and measurable
2) They should be valid to what is to be measured
3) They should have a minimum variability when measuring the same conditions
4) Should be sensitive to change in environment or behavioral conditions
5) Should be cost effective in comparison with the benefit
6) The set of indicators should remain manageable
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AVIATON SECURITY
OBJECTIVES
 State the definitions related to aviation security
 Threats
 Airside
 Landside
 Aviation security
 Explain the various international and national regulatory and policy developments
 National aviation security policy
 International-Aviation security policy
 Organizations concerned with aviation security
 Security regulations
 Describe the various acts of unlawful interference towards aviation
 Hijack
 Sabotage
 Terrorism
 Kidnap
 Outline the various counter measures employed to mitigate unlawful interference
 Access control
 Policies regulation
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1.1 DEFINITION OF TERMS

Threats–Something that is a source of danger
Airside –Is the movement area of the airport and the adjacent terrain to which access is
controlled. It includes;
 Taxiways
 Runway
 Apron
Landside – Also called groundside. Is the part that is accessible to everyone who comes to the
airport. It includes;
 Parking Area
 Drop off Points
 Entry areas to the airport
Aviation Security – Is a combination of measures, human and material resources intended to
safeguard civil aviation from unlawful interference.
1.2 INTERNATIONAL AVIATION SECURITY POLICY
After the advent of the first acts of unlawful interference against civil aviation, ICAO initiated two
types of documents designed to set the framework for a worldwide prevention of and response
to such acts. The overall framework of civil aviation is as shown below;
 International –ICAO
 National –State
 Local -Airport
1) INTERNATIONAL - ICAO
 Legal Instruments – (Conventions –SARPs -Doc 8973/7)
 Annexes 17
 Documents (8973/7)

2) NATIONAL - STATE
 National civil aviation security program
 National civil aviation security authority
 National civil aviation security Committee

3) LOCAL -AIRPORT
 Airport Civil Aviation program
 Airport Civil Aviation Authority
 Airport Civil Aviation Committee
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THE INTERNATIONAL FRAMEWORK

A) Legal Instruments –Conventions and Protocols
In response to the rising level of threats against civil aviation, ICAO developed several legal
instruments addressing the prevention and repression of unlawful acts.
1) Tokyo Convention (1963) –
 Signed in Japan, Tokyo
 The convention for dealing with offences committed on board aircraft.

2) The Hague Convention (1970)

 Signed at The Hague on December 16, 1970
 The convention for the suppression of unlawful seizure of aircraft

3) Montreal Convention (1971)

 Signed at Montreal on September 23, 1971
 The convention for the suppression of the unlawful Acts against the safety of Civil
Aviation

4) Supplementary protocol (Montreal) 1998

 Done at Montreal 1998.
 Protocol of the suppression of Unlawful acts of violence at airports

5) Marking of plastics explosives (1991)

 Signed at Montreal on March 01, 1991.
 Convention on the marking of plastics explosives for the purpose of detection

To effectively prevent and respond to acts of unlawful interference, states must use these
conventions and protocol and create a national framework to allow their enforcement within
their territory.

B) Technical Documents –Annexes and Other Documents

Further to the above legal instruments, ICAO developed two technical documents that provide
states with SARPs and guidance;
 Annex 17, Security – This document provides technical specifications in the form of SARPs
for safeguarding international Civil Aviation against Acts of unlawful interference.

 Document 8973/7 – Is a security manual against acts of unlawful interference that

provides states with guidance for the development and implementation of a national and
an airport civil aviation security program.
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THE NATIONAL FRAMEWORK

a) National Civil Aviation Security Program
 States must adopt the provisions of ICAO Annex 17 Security. They require, among other
things, the implementation of a National Civil Aviation Security Program. ICAO Document
8973/7, Vol. 1 Chapter 7 provides detailed guidance for its implementation.

OBJECTIVES
 This program is established in accordance with the government policy on national
security.
 Its objective is to safeguard civil aviation operations against acts of unlawful interference
through regulations, practices and procedures.
 In order for States to translate ICAO security requirements into practical enforceable
measures meeting national needs, the National Civil Aviation Security Program must be
based on regulatory framework.
CONTENTS
 Coordination and communication
 Protection of airports, aircraft and air navigation facilities
 Control of persons and items on board aircraft
 Response to unlawful acts
 Provision of security equipment
 Evaluation of effectiveness

b) National Civil Aviation Security Authority

 Each State must create a National Civil Aviation Security Authority responsible to
develop, implement and maintain all elements of the National Civil Aviation Security
program. In many States, this authority is part of the Civil Aviation Authority. Its
responsibilities are to:
1) Carry out audits, inspections and tests
2) Assess the national threat levels
3) Develop and implement the national security program
4) Ensure all airports develop and implement their own civil aviation programs
5) Adjust the program following audits, inspections, tests and actual incidents
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c) National Civil Aviation Security Committee

Each State must create a National Civil Aviation Security Committee. If the state has more than
one international airport, individual committees must be established to address the specific
needs of each airport.

ROLE OF THE COMMITTTEE

 To provide advice on security policies
 Recommend measures and procedures
 Review their efficiency and ensure the required level or coordination to achieve
the success of the security program
 It should also ensure the liaison with committees at each airport.

THE LOCAL FRAMEWORK

It deals with airport security to ensure security takes place at the airport itself. It is the most
action oriented and detailed one in its application.

a) Airport Civil Aviation Security Program

It is an extension of the national program and consists of the same objectives and components.
However, it is more action oriented: it is where the prevention of and the response to threats
and acts of unlawful interference take place.
The key partners are the national civil aviation security authority, the airport operator and the
aircraft operators.

b) Airport Civil Aviation Security Authority

Is responsible for coordinating the implementation of security controls

ROLES
1) Collect and maintain statistics on airport vulnerable points
2) Conduct regular exercises, tests and inspections
3) Provide input into plans for new or expanded airport facilities
4) Ensure that all security personnel are qualified and trained
5) Report on weaknesses and implement corrective measures
6) Coordinate at the airport level the implementation of national aviation security program
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c) Airport Civil Aviation Security Committee

Assists the authority in coordinating the implementation of security controls and procedures as
specified in the airport security program.
Membership of the committee must include;
 Airport management
 Airlines and other aircraft operators
 Head or airport security
 Police
 Air traffic services
 Medical services
 Rescue and fire-fighting services

ORGANISATION CONCERNED WITH AVIATION SECURITY

 International Air Transport Association (IATA)
 Airport Council International (ACI)
 European Civil Aviation Conference (ECAC)

1.3 ACTS OF UNLAWFUL INTERFERENCE

These are acts or attempted acts that jeopardize the safety of civil aviation and air transport, i.e
 Unlawful seizure of aircraft in flight
 Unlawful seizure of aircraft on the ground
 Hostage taking on board aircraft or on aerodromes
 Forcible intrusion on board aircraft, airport or on the premises of an aeronautical facility
 Introduction of weapon or hazardous device on board aircraft or at an airport for criminal
purposes
 Communication of false information that can jeopardize the safety of an aircraft in flight or on
the ground

1.4 COUNTER MEASURES

 Legislative counter measures
 Technical counter measures
 Physical counter measures
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PHYSICAL COUNTER MEASURES

 Control of access to security restricted areas
 Screening of staff
 Screening of crewmembers and Passengers
 Screening of baggage, cargo and mail
 Protection of aircraft
 Protection of airport and navigation facilities

TECHNICAL COUNTER MEASURES

AERODROME PROCEDURES
OBJECTIVE
 Describe a typical airport
 The airport Layout
 Runway
 TORA
 TODA
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 ASDA
 Taxiways
 Ramp
 Apron
 Outline the various airport markings
 Runways marking
 Taxiway marking
 Ramp marking
 Apron Marking
 Obstacle marking
 Explain the various airport lights and light coding
 Runway Lighting
 Taxiway Lighting
 Ramp Lighting
 Apron Lighting
 Obstacle Lighting
 Describe the various services which can be found at the airport
 Passenger Services
 Cargo handling
 Maintenance
 Apron/Ramp services
 Use recommended marshaling signals
 Airside Safety Driving
 Airside Movements
 Apply radio telephony techniques.
Radio Principles
Standard Phraseology
Good radio telephony use practices

DEFINITION OF TERMS

Aerodrome – A defined area on the land or water (including any building, installation and
equipment) intended to be used wholly or in part for the arrival, departure and surface
movement of the aircraft.
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Runway- A defined rectangular area on a land aerodrome prepared for landing and take-off of an
aircraft.

Taxiway- A defined path on a land aerodrome prepared for taxiing of an aircraft.

Apron A defined area on a land aerodrome intended to accommodate aircraft for purpose of
loading or unloading passengers, cargo, refueling, parking and maintenance.

Ramp
Maneuvering Area - That part of the Airport used for take-off, landing & taxiing of aircraft,
excluding aprons.

Movement Area - That part of the Airport to be used for the take-off, landing, taxiing and parking
of aircraft, consisting of the maneuvering area and the apron.

1.1 AIRPORT LAYOUT

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RUNWAY
 Is a defined rectangular area on a land aerodrome that is prepared for the landing and
take-off of aircraft.

RUNWAY CHARACTERISTICS
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1) Runways Orientations – Runways are not placed at random. Aerodynamic considerations

dictate that aircraft take-off and land facing into wind, it reduces the ground run required
to become airborne or to decelerate and stop.

2) Runways Numbering – For purpose if identification, runways are numbered using a two
digit number from 01 to 36. This number represents the magnetic (azimuth) orientation
of the runway’s heading rounded to the nearest 10 degrees.

 A runway numbered 09 points East (90°), runway 18 is south(180°), runway 27 points

west (270°),and runway 36 points to the south (360° rather than 0°).

 If there is more than one runway pointing in the same direction/parallel runways, each
runway is identified by appending Left (L), Center (C) and Right (R) to the number to
identify its position when facing its direction.

 There are two practical application for this numbering system

I. Provides the pilot with confirmation that they are indeed on the runway that
was assigned to them for taking off or landing.
II. While positioned at the beginning of the runway prior to take off, pilots can
check their compass if it reads the same heading as the runway number, ensures
the compass is accurate.

3) Runways surface Type – The choice of material used to construct the runway depends on
the use and the local ground conditions.

 In the biggest airport, you will find long hard surface type runways (asphalt and
concrete). In smallest airport, you can find only a soft surface type runway (grass and
gravel)

4) Number of Runways –Many airports have more than one runway, sometimes up to five.
Multiple runways can converge, intersect or parallel.
 There are two reasons why airports may have more than one runway;
I. The limitation that aircraft have to operate in cross wind conditions.
II. Runway capacity i.e. number of aircraft movements on the runway over a given
period of time.
5) Runway strength – Runways must be of sufficient strength to accommodate the weight of
the critical aircraft.
6) Runway closed –When a runway is closed there is a permanent or temporary cross on the
runway. If you see a cross on the runway or in the charts, this runway is closed and it is
forbidden to land on a closed runway except for emergency purposes.
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7) Runway Length and width –The runway length is generally;

 500 to 1000 meters long and 25-45 meters wide for small airfields
 2000 to 4200 meters long and 45-60 meters wide for the larger airfields
 You can find normalized distances on charts

8) Runway Sections –A runway can have different sections that can be used by aircraft for
taxi, landing or taking-off operation.
 The normal used portion of the runway is from threshold to opposite threshold, but does
not include overrun, blast pad or stop way areas at both ends.

 STOP WAY/BLAST PAD –Are often constructed just before the start of a runway where jet
blast produced by large aircraft during take-off roll could otherwise erode the ground and
eventually damage the runway.
 Overrun areas are also constructed at the end of runways as emergency space to slowly
stop aircraft that overrun the runway on a landing gone wrong or slowly stop a plane on a
rejected take-off or a take-off gone wrong.
 Blast pads are often not as strong as the main paved surface of the runway and are
marked with yellow chevrons. Aircraft is not allowed to taxi, take-off or land on blast pads
except in an emergency.

 DISPALCED THRESHOLD –Exists because obstacles just before the runway, runway
strength or noise restrictions may make the beginning sections of the runway unsuitable
for landings.
 It is marked with white paint arrows that lead up to the beginning of the landing portion
of the runway.
 Displaced thresholds may be used for taxiing and take-off rollout but not for touchdown
and landing operations.
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CALCULATION OF DECLARED DISTANCES

 The introduction of stop ways and clearways and the use of displaced threshold on
runways has created a need for accurate information regarding the various physical
distances available and suitable for the landing and take-off or aircraft.
 For these purpose, the term “declared distances” is used with the following four
distances associated with a particular runway:

A. TORA = Take Off Run Available

 Is the length of the runway declared available and suitable for ground run of an aircraft
taking-off. This means the maximum run distance for an aircraft during a take-off

I. RESA = Runway End Safety Area

 Is the length of the stop way

II. CWY =Clearway

 Is an area beyond the paved runway, free of obstructions and under the control of the
airport authorities

B. TODA = Take Off Distance Available

 The length of the take-off run available plus the length of the clearway and stop way, if
clearway and stop way is provided.
 This distance is the take-off distance for an aircraft to reach the minimum 50ft.
 TODA= TORA+RESA+CWY
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C. ASDA = Accelerate Stop Distance Available

 Is the length of the take-off available plus the length of the stop way, if stop way is
provided
 ASDA is the maximum run distance for an aircraft when performing a rejected take-
off.

D. LDA= Landing Distance Available

 The length of runway which is declared available and suitable for ground run of an
aircraft landing.
 LDA never includes runway section before displaced threshold before touch down
point.

TAXIWAY
 Taxiway is a defined path on the land aerodrome established for the taxiing of an aircraft
and intended to provide a link between one part of the aerodrome and another.
 Taxiways usually connect aprons and runways.
 The rapid exit taxiway located along the runway at an approximately angle of 30, allow
aircraft on the landing roll to exit the runway at relatively high speed.
 It reduces the time that landing aircraft spend on the runway (runway occupancy time)
and it increases the rate at which aircraft can be processed (the capacity of the runway)
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 The width of a taxiway must be sufficient to meet the requirements of the critical aircraft.
The width of taxiways ranges from 7.5m to 23m.
 Taxiways must be of sufficient strength to accommodate the weight of the critical
aircraft.

APRON
 Is a defined area on the land aerodrome intended to accommodate aircraft for the
purpose of loading or unloading passengers, mail or cargo, fuelling, parking or
maintenance
 There is a special type of apron called a De-icing Center.
 At airports where snow and ice conditions are frequent, air safety requires that departing
aircraft be free of any accumulation of snow, ice and frost on their surfaces. It is done in
De-icing Center.
 The size of an apron must be sufficient to accommodate the number of aircraft expected
at peak times plus adequate circulation.
 Each aircraft is parked on a defined surface called a stand. A number designates each
stand.
 Aprons must be of sufficient strength to accommodate the weight of the critical aircraft.

1.2 AIRPORT MARKINGS

1. RUNWAY MARKINGS
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a. Threshold Marking –Indicates the beginning of the usable pavement area. They consist of
a pattern of longitudinal narrow stripes.

b. Aiming Marking –They allow pilots on approach to visualize the landing area from a
distance. They are longitudinal rectangles located exactly 300m from the runway
threshold.

c. Touchdown zone marking –They provide pilots with visual information relative to the area
within landing aircraft should touch down. These are longitudinal stripes located on
either side of the centerline extending several hundred meters from the threshold.

d. Center line –They provide guidance for pilots to ensure that their aircraft remains well
within the runway surface, when following the center line.

e. Runway Designation Marking -This marking consists of a two digit number indicating the
magnetic heading of the runway to the nearest 10 degrees. Designation Marking will
include a letter, such as 'L' identifying the left runway as seen from the approach, 'C'
identifying the centre runway where there are 3 parallel runways or 'R' for the right
runway, as appropriate.
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2. TAXIWAY MARKINGS
a) Centerline Marking The Taxiway Center line marking consists of a single continuous yellow
line marking the center of the taxiway.

b) Runway Taxi-Holding Position (RTHP) Marking RTHPs are established on each taxiway
leading to a runway in order to protect aircraft on take-off and landing by ensuring that
other taxiing aircraft and vehicles are held well clear of the runway and, where
appropriate, outside the ILS Sensitive Area
.
c) Intermediate Taxi-Holding Position (ITHP) marking at those aerodromes where the taxiway
layout is complex or involves multiple intersecting taxiways, ITHPs may be established in
order to protect a priority taxiway route.

d) Taxiway Edge Marking Edge markings as illustrated at Figure 2.2 enlargement 4, are used
where the area beyond the taxiway edge is paved but not normally available for use by
aircraft.

e) Information Markings Information Markings, in the form of surface painted directions,

may be provided where the use of a sign might cause an unacceptable obstruction or to
assist in the prevention of runway incursions

3. APRON MARKINGS
a. Self-maneuvering Stand Markings Self-maneuvering stand markings are provided to assist
pilots in taxiing their aircraft to the correct parking position without the assistance either
of a marshaled or a VDGS.

b. Parking Spots and Parking Circles At some small aerodromes where aircraft parking space
is at a premium, a yellow spot, number or circle may be painted on the apron indicating
an individual aircraft parking position

c. White markings on an apron are intended for the guidance, control and movement of
ground service vehicles

4. RAMP MARKINGS
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5. OBSTACLE MARKINGS
 Where fixed obstacles are insufficiently conspicuous by day, they are normally
marked either by alternating bands or by a chequered pattern of red or orange and
white.

 Vehicles and other mobile equipment frequently employed on the movement area
are normally painted yellow or alternatively may be fitted with distinctive yellow
markers or flags.

 Unserviceable parts of the movement area are normally delineated either by marker
boards painted in alternate bands of red or orange and, or by diagonally split orange/
flags.

 Where practicable, an unserviceable part of the movement area would also be

marked by one or more large crosses.
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1.3 AIRPORT LIGHTING

OBSTACLE LIGHTS

Fixed obstacles of 45 m or less in height, width and length are normally lit by a single steady red
light placed at the highest practicable point; those obstacles of greater size are normally
provided with additional red lights in order to outline the extent of the obstruction as shown in
Figure.

 Surface obstructions and unserviceable parts of the movement area are normally
delineated by portable red lights.

 Mobile obstacles such as vehicles and equipment frequently employed on the movement
area normally display an Omni-directional yellow flashing light that meets the
specification set out in CAP 168 Licensing of Aerodromes. This is to be switched on at all
times when a vehicle is being operated airside.

 Emergency service vehicles responding to an incident display flashing blue lights. In

conditions where non-emergency vehicles not normally based at the airport are operated
on airside areas, standard hazard lights will be used.
 Sammy Mochama

1.4 AIRPORT SERVICES

Airport services include;

a) Passenger services
b) Apron/Ramp services
c) Cargo handling
d) Aircraft Services
 Fuel and oil handling
 Aircraft maintenance
 Flight operations and crew administration
 Surface transport
 Catering services
 Cabin Services

Ramp Services:
- Marshalling of aircraft on the ground at arrival and departure
- Communication between the aircraft and the airside supplier of services
- Loading and unloading of the aircraft
- Provision and operation of appropriate units for engine starting
- Moving of aircraft at arrival and departure
- Transport, loading on to and unloading from the aircraft of inflight kitchen

1.5 RADIO TELEPHONY (RTF)

 RTF provides the means by which pilots, air traffic services personnel and other ground
personnel communicate with each other.
 The information and instructions transmitted are of vital importance in the safe and
expeditious (marked by speech and efficiency) operation of an aircraft.

RADIO PRINCIPLES /TRANSMITTING TECHNIQUE

 The following transmitting techniques will assist in ensuring that transmitted speech is
clear:

1. Listen out on the frequency some seconds before transmitting to ensure that there will
be no
interference with a transmission from another station

2. Press the transmit switch fully before speaking and do not release it until the message is
completed. This will ensure that the entire message is transmitted

3. Use a normal conversational tone, and speak clearly and distinctly and maintain the
speaking
volume at a constant level
 Sammy Mochama

4. Make a slight pause before and after numbers will assist in making them easier to
understand

5. Avoid using hesitation sounds such as "er"

6. Suspend speech temporarily if it becomes necessary to turn the head away from the
microphone

STANDARD PHASEOLOGY WORDS AND PHRASES

WORD/PHRASE MEANING
1. How do you read What is the readability of my transmission
2. I say again I repeat for clarity or emphasis
3. Correct Yes or accurate
4. Disregard Ignore
5. Stand by Wait and I will call you
6. Over My transmission is ended and I expect a
response from you
7. Roger I have received all your last transmission

TEST PROCEDURE
When a communication with an air traffic controller seems to be difficult, a pilot can use a radio
communication test procedure:

Test transmissions should take the following form as a pilot:

the identification of the aeronautical station being called;

your aircraft identification;
the words "RADIO CHECK"
the frequency being used.

Replies to test transmissions should be as follows:

 the identification of the station calling;
 the identification of the station replying
 Level of reception regarding the readability of the transmission.
 Sammy Mochama

AIRCRAFT WEIGHT AND BALANCE

 Define weight and balance term
 Aircraft basic weight
 MTOW
 MLW
 TW
 MZFW
 Useful load
 Explain the fundamentals principles of weight and balance
 Weight and balance theory
 Effect of improper aircraft loading
 Helicopter weight and balance
 Explain the civil aviation requirements applicable to weight and balance
 Compute the various weight required and present them in the required documentation
 Centre of Gravity computation
 Changing weights
 Load sheet
 Trim sheet
 Sammy Mochama

Aircraft Basic Weight -Is the mass of an aircraft plus standard items such as: unusable fuel and
other unusable fluids, lubricating oil in engine and auxiliary unit: fire extinguishers, emergency
oxygen equipment’s.

Maximum Take-Off Weight (MTOM) — the maximum weight an aircraft can have when it starts
the takeoff roll. Is the mass of the aircraft including everything and everyone contained within it
at the start of the take-off run

Maximum Landing Weight (MLW) — the heaviest weight an aircraft can have when it lands. For
large wide body commercial airplanes, it can be 100,000 lb. less than maximum takeoff weight,
or
even more

Maximum Zero Fuel Weight (MZFW) - the heaviest weight an aircraft can be loaded to without
having
any usable fuel in the fuel tanks. Is the maximum permissible mass of an aircraft with no usable
fuel.

Useful Load -Is the total mass of the passengers, baggage and cargo, including any non-revenue
load and usable fuel. It is the difference between the Dry Operating Mass and the Take-Off Mass.
Sammy Mochama
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CHAPTER 1: AIRWORTINESS REQUIREMENTS

1.1 CERTIFICATE OF AIRWORTHINESS (C of A)

Is a document issued confirming that an aircraft, its equipment and its engines are in an air
worthy condition according to 14 CFR part 21 and any flight undertaken by the aircraft is safe.

CLASSIFICATION OF C of A
 Standard C of A
 Restricted C of A
 Special Flight permit
 Export C of A
AIRCRAFT CATEGORIES ISSUED C of A
 Transport Category (Passenger).
 Transport Category (Cargo) –These two are Commercial Air Transport (CAT) aircraft
 Aerial Work Category
 Private Category.

An Export C of A constitutes a statement from the regulating body of the manufacturer or seller
organization that the aircraft would be suitable and in a condition for the issue of a C of A had it
remained in the country.

An export C of A acts as a temporary C of A for the purpose of aircraft delivery otherwise the
export C of A is invalid. Deviations from the requirements and conditions above must be
approved by the responsible body and listed on the reverse of the C of A for Export.

The period of validity of a C of A is stated on the certificate and may vary from one flight to
several years as agreed by the CAA. The C of A remains valid provided the aircraft is properly
maintained in accordance with the Maintenance Schedule and operated in accordance with the
Flight Manual.

WHAT CAN INVALIDATE A C of A

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 Whenever an aircraft is not properly maintained in accordance with maintenance

schedule
 Inspections classified as mandatory by the CAA or required by a maintenance schedule
approved by the CAA are not carried out.
 Modifications classified as mandatory by the CAA or required by a maintenance schedule
approved by CAA are not carried out.
 Any part of the aircraft of such equipment is removed or is replaced otherwise than in a
manner and with material of a type approved by the CAA
 If the C of A has expired

REQUIREMENTS TO BE ISSUED WITH A STANDARD C OF A

 Issued on the basis of an export C of A

 Duly signed weight and balance report
 Results of the test flight conducted
 Presentation of an approved flight manual and operational manual
 Presentation of the aircraft technical log book to the authority
 Presentation of an aircraft, engine and variable pitch propeller log book
 Radio station survey report by a person approved by the authority
 Certification of all mandatory modification and inspection

ADDITIONAL DOC THAT THE AUTHORITY MAY REQUIRE INCASE THE AIRCRAFT IS ISSUED WITH A
C of A FOR THE FIRST TIME IN THE COUNTRY

 A copy of the type cert or type cert datasheet

 A copy of the approved flight manual
 A copy of the noise cert
 A copy of the aircraft manuals (AMM, Overhaul, Wiring, Illustrated catalogue)
 A copy of aircraft approved maintenance schedule or program
 A complete set of all manufacturer service bulletins
 A complete set of wiring diagram covering all electrical and radio installation
 A copy of the approved minimum equipment list(M.E.L) and the current Master M.E.L
 Sammy Mochama

1.2 TYPE CERTIFICATE

Is a document issued by civil aviation regulating bodies e.g. KCAA, FAA, EASA, after the body has
established that a particular design of an aircraft, engine and or propeller has meet all the
prevailing airworthiness requirements to conduct a safe flight.

All aircraft produce under a type cert’ are issued with a standard C of A. The first aircraft that will
be subjected to all the relevant test during certification phase is called a prototype aircraft. After
the company has been awarded the type cert’ the subsequent aircrafts to be produced are
called series aircraft.

SUPPLIMENTARY TYPE CERTIFICATE

Is a doc’ issued by a regulating body that was responsible of issuing the original type cert’
approving an aircraft, engine and or propeller modification. It contains the following information;

 The product design change

 How the modification will affect the existing type design
 List of serial numbers of the affected components
 List of specific regulatory compliances for the design change

VALIDITY OF TYPE CERTIFICATE

The type cert’ holder may be valid by;

 Continued following the airworthiness directives

 Issuing service bulletins
 Providing spares
 Providing technical support (type training, simulators)

When the type cert’ holder stops supporting the aircraft type, the cert is returned to the issuing
body and they may inflict a permanently grounded worldwide.

CONTENT OF A TYPE CERTIFICATE

 Type design
 Operating limitations
 Type cert’ data sheet
 Applicable regulations
 Any other condition
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TYPE CERTIFICATE DATA SHEET

Are parts of the type certification process and contains relevant information of that particular
aircraft. They include;

 Engines and propeller that can be installed and their limitation

 Fuel and oil that are approved for use
 Airspeed limitations
 A means of leveling an aircraft during maintenance activities
 Fuel and oil capacities that can be carried on board
 Control surface movement and operating ceiling
 Equivalent safety items to be carried
 Flight manual applicable to that particular model
 Placards requirements
 Variation between different aircraft particular of the same type

AIRWORTHINESS DIRECTIVES (ADs)

An Airworthiness Directive is a mandatory instruction issued by a regulating authority to

operators, manufactures, and maintenance organizations which must be complied with -within a
specified time limit or the aircraft must not fly.

ADs are legally enforceable rules issued by the CAA in accordance with 14 CFR part 39 to correct
an unsafe condition in a product.

Sometimes during service, an aircraft may encounter problems that may compromise the
aircraft’s safety which were not detected in prototype testing phase. The regulating body will
now issue an AD to the type cert holder and all owners globally.

The AD normally consists of additional maintenance or design actions that are necessary to
restore the type’s airworthiness.

CERTIFICATE OF RELEASE TO SERVICE (CRS)

Is a doc’ that shows that inspection and maintenance work of an aircraft has been performed to
satisfactorily in respect to the method prescribed by the authority
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SERVICES BULLETINS (SBs)

Service bulletins are suggestions or updates issued by type certificate holder showing ways of
improving the original design of an aircraft which involves some alteration. The aim being to

 Lower maintenance costs

 Increase performance.
 Make the product more reliable (airworthy)

These improvements are always suggested to their customers or operators in four types;

 Mandatory SBs
 Recommended SBs
 Optional SBs
 Informational SBs

A & B NOTICES

The Kenya law gives the KCAA director general power to issue A and B notices in order to
supplement or clarify what is not clear in the regulation.

A NOTICE

Are always of advisory or administrative in nature and are issued for general guidance.

EXAMPLE OF A NOTICE

In the regulations a certificate of release to service (CRS) is to be issued after maintenance has
been performed on an aircraft or an aircraft component. But the regulation doesn’t classify the
classes if CRS and the person to sign them. For that reason, notice A-5 classifies the classes of
CRS and the person responsible for signing the CRS.

CLASSES OF CRS

 Class 1 –For schedule maintenance and major modifications only

 Class 2 –For component release only
 Class 3 –For aircraft inspection, defect rectification, replacement and minor modification
only
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B NOTICE

These notices relates to airworthiness matters and aircraft safety issue. Where compliance with
a B notice is mandatory, a CRS must be issued. These notices are always issued to;

 Register a/a owner

 Operators of civil aircraft
 Approved maintenance Organization
 Holder of aircraft maintenance engineer license

CHAPETR 2: PERSONNEL LICENSING

LICENSE
Is a cert of competence issued by the authority after an applicant has met the minimum
requirement required for the specific license being issued.
CATEGORIES OF LICENCE ISSUED BY THE AUTHORITY

AIRFRAMES AND ENGINE LICENSE

 Category A (Aero-plane)
 Category C (Piston Engines)
 Category C (Gas turbine Engines)
 Category A & C (Piston Engines & Rotorcraft)
 Category A & C (Gas Turbine Engines & Rotorcraft)
 Category A & C (Piston Engines & Airship)
 Category A& C (Gas Turbine Engines & Airship)
 Category D (Engine Overhaul)

AVIONICS LICENSE
 Category X (Electrical)
 Category X (Instruments)
 Category X (Automatic Pilot Aero-planes)
 Category X (Automatic Pilot Rotorcraft)
 Category X (Compass compensating and adjustment)
 Category R (Radio)

PARTS OF A LICENSE
An aircraft maintenance engineer license is generally granted in two parts;
 License without type rating (LWTR)
 Type rated license (TRL)
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A LWTR does not give the engineer any certification privileges to the holder. However, it is
required for the relevant type ratings and company approvals which will give the certification
privileges to the holder.

ELIGIBILITY REQUIREMENTS FOR AICRAFT MAINTENANCE LICENSE (AML)

 Must be 18 years and above of age
 Must be able to interpret technical report and maintenance publication and carry out
technical discussion in English language
 Must comply with the knowledge, experience and competence requirements prescribed
for the license being sought.
 Must pass all the prescribed examinations for the license being sought within 12 months
preceding the date of filling the application.

PRIVILEDGES OF AN AML HOLDER

 Sign a CRS
 Perform inspection
 Perform or supervise maintenance, preventative maintenance or modification

LIMITATION OF AN AML HOLDER

 Must have satisfactorily performed the work at an earlier date.
 Must demonstrate the ability to perform the work to the satisfaction of the authority.
 Must have received training acceptable to the authority on the task to be performed.
 Must have performed work while working under direct supervision of an AML holder.

VALIDITY OF A LICENSE
A license issued by the authority shall be valid for a maximum period of two years unless the
authority states a shorter period.

EXPERIENCE REQUIRED FOR A LWTR

An applicant for LWTR is required to satisfactorily record experience gain within three years
before the date of application. However, if an initial engineering training was carried out in an
approved training organization, the applicant may not necessarily have to log to three years
required.
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FUNCTIONS OF KCAA

 Licensing of air services

 Provision of air navigation services
 Certification of air operators
 Coordinating and directing search and rescue services
 Securing sound development of civil aviation of Kenya
 Ensuring integrity of systems, equipment and facilities of the authority
 Advising the government of Kenya on matters affecting the civil aviation
 Establishment and maintenance of system of marking and aircraft registration
 Dealing with incidents of unlawful interference with the civil aviation security
 Approval, certification and licensing of maintenance organization, air operator companies
and training organization
 Provision of services and facilities in relation to investigation of an aircraft accident or
incident.

DOCUMENTS TO BE CARRIED ON BOARD WHEN AN AIRCRAFT MAKES AN INTERNATIONAL FLIGHT

 All crew certificates and licenses

 Radio station licenses
 Certificate of registration
 Certificate of airworthiness
 Current weight and balance data sheet
 Updated Aircraft fight manual (Pilots operating handbook-POH)
 Flight planning, charts and logs available
 Copy of interception codes
 Noise certificate
 ETOPs certificate