CIVIL AVIATION AUTHORITY OF BANGLADESH

AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS
PART B - MAINTENANCE DIRECTIONS

CHAPTER B.1 MAINTENANCE OF SMALL AEROPLANES AND SINGLE

ENGINED HELICOPTERS BELOW MCTM OF 3175 KG
ENGAGED IN GENERAL AVIATION OPERATION NOT
INVOLVING PAYMENT OR PROMISE OF PAYMENT

Section No. Title

1. GENERAL
2. DEFINITIONS
3. MAINTENANCE MANAGEMENT - ORGANISATION
4. MAINTENANCE CONTROL MANUAL AND RESPONSIBILITY
5. ALTERNATIVE TO A QUALITY ASSURANCE SYSTEM
6. MAINTENANCE CERTIFICATION AND SUPERVISION
7. TECHNIQUES AND PRACTICES
8. TOOLS AND EQUIPMENT
9. MAINTENANCE SCHEDULE
10. MINIMUM EQUIPMENT LIST (MEL)
11. AIRCRAFT COMPONENTS
12. MANDATORY DEFECT REPORTING
13. MODIFICATION AND REPAIR
14. AIRWORTHINESS DIRECTIVES
15. CONCESSION AND DISPENSATION/EXEMPTION
16. RECORDING AND CERTIFICATION
17. MAINTENANCE RELEASE
18. COMPLIANCE WITH AIRWORTHINESS REQUIREMENTS
19. ANNUAL INSPECTION
20. AIRWORTHINESS SURVEILLANCE

1. GENERAL
1.1 This Order prescribes responsibilities of Owners/Operators and maintenance
requirements of (i) Small aeroplanes and (ii) Single engine helicopters of MCTM below
3175 kgs that are engaged in General Aviation Operation under the rule 105(3) (a) of the
CARs 1984, such as transportation for personal or corporate use where payment or
promise of payment (i.e. remuneration or hire) to the operator or owner of the aircraft in
respect of that flight is not involved.

2. DEFINITIONS
2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2, 183 and
234 of the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not
given under the Rules, the under mentioned definitions shall apply:
(a) “Aeroplane” means a power-driven heavier-than-air aircraft, deriving its lift
in flight chiefly from aerodynamic reactions on surfaces which remain fixed
under given conditions of flight.
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(b) “Aircraft” means any machine that can derive support in the atmosphere from
the reactions of the air other than the reactions of the air against the earth’s
surface.
(c) “Appropriate person” means the person(s) as defined in Rule 196(6) of the
CARs, 1984.
(d) “Concession” means limited extension granted by the Chairman in respect of
any aircraft appliances or systems to remain in service or to continue in
operation beyond the approved life as stated in the approved AMP/AMS or
approved MEL, keeping the safety of the aircraft in view, but excluding those
aircraft appliances which have retirement or scrap life.
(e) "Dispensation/Exemption" means any departure from the requirements of
these Orders as may be granted by the Chairman to use a limited quantity of
material/parts not manufactured exactly in accordance with the
manufacturer's approved design specifications or to effect major
modification/repair not completely in conformity with that approved by
manufacturers, but are acceptable to Chairman , keeping the safety of aircraft
in view.
(f) “General Aviation” means an aircraft operation other than a commercial
air transport operation or an aerial work operation.
(g) “Helicopter” means a heavier-than-air aircraft supported in flight chiefly
by the reactions of the air on one or more power-driven rotors on
substantially vertical axis.
(h) “Maintenance " means the performance of tasks required to ensure the
continuing airworthiness of an aircraft, including any one or combination of
overhaul, inspection, replacement, defect rectification, and the embodiment of a
modification or repair.
(i) “Small Aeroplane” means an aeroplane of a maximum certified take-off
mass (MCTM) of 5700 kg or less.
(j) "Servicing" means preparing the aircraft for flight and includes cleaning,
lubrication, provision of fuel and replenishment of other fluids, but does
not include any work that is maintenance.

3. MAINTENANCE MANAGEMENT - ORGANISATION

3.1 Facilities: To enable proper servicing and maintenance of aircraft, each operator
shall ensure the availability of adequate facilities at the maintenance base for proper
maintenance of aircraft operated by them and the requirements as stated in the ANO
(AW) C.1 and C.2 shall be complied with.
3.2 Contract Maintenance: In case maintenance of aircraft is contracted to an
organisation, then the Owner/Operator shall ensure that maintenance shall be performed
as per procedures described in the approved Maintenance Control Manual (MCM) of
the Owner/Operator, and only by an organisation approved under the ANO (AW) C.1
and C.2.

4. MAINTENANCE CONTROL MANUAL (MCM) AND RESPONSIBILITY

4.1 Responsibility: Whether maintenance is performed by the licensed AMEs
employed by the Owner/Operator as part of his maintenance organisation or by
contracted AMO, the Owner/Operator shall be responsible for the followings:

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4.1.1 Maintenance Control Manual (MCM): To provide for the use and guidance of
maintenance and operational personnel concerned, a MCM, acceptable to the
Chairman, in accordance with the Section 4 of the ANO (AW) B.2 and where
appropriate a Maintenance Procedure Manual (MPM) as well in accordance with the
ANO (AW) C.1 and C.2.

4.1.2 Maintenance of Aircraft and Compliance with ANOs: To ensure that the aircraft is
maintained and operated:
(a) In accordance with the approved maintenance schedule.
(b) As per the applicable Rules and ANOs.
(c) Is not flown unless all required maintenance has been completed.
(d) Is released for flight only after issue of appropriate certification by appropriate
person(s) or organisation.

4.1.3 Accomplishment of “A” Checks in the Operation base: The Owner/Operator of an

aircraft is responsible to ensure that aircraft is maintained in an airworthy condition and
must have all facilities to accomplish at least “A” Check (or equivalent check on
completion of which, Maintenance Release is required to be issued) in his Operation
base, which must be within Bangladesh.

4.1.4 Planning of maintenance: When scheduled maintenance is due, or unscheduled

maintenance is required, the affected aircraft, aircraft components and all the required
facilities are planned and provided to the “appropriate person” responsible for
performing that maintenance.

4.1.5 Continued airworthiness: Manufacturers' recommendations as are contained in service

bulletins and similar documents in respect of aircraft, engine, propeller and components
are assessed by competent persons in relation to the maintenance history, type of
operation, operating environment of the aircraft, and necessary actions are taken to
ensure continued airworthiness of the aircraft.

4.1.6 Availability of technical manuals and documents: The required manuals and
publications as stated in the ANO (AW) A.1 and B.2 are available and contain the latest
amendments.

5. ALTERNATIVE TO A QUALITY ASSURANCE SYSTEM

5.1 When the Chairman agrees that setting up a comprehensive quality assurance system is
not appropriate, he may accept a simpler method of quality control system/verification.
However, Quality Control personnel shall not certify primary (first part) maintenance
tasks, though they may certify for the Duplicate Inspection.

6. MAINTENANCE CERTIFICATION AND SUPERVISION

6.1 All work performed shall be by or under the supervision of appropriately licensed
aircraft maintenance engineer(s) and appropriate person(s) in accordance with the
applicable approved procedures.
6.2 Each person supervising maintenance shall ensure that the maintenance is performed in
accordance with the applicable Civil Aviation Rules and these Orders.
6.3 Each person supervising maintenance shall familiarise himself with the appropriate
logbooks, maintenance, data maintenance records and modification status of the aircraft
or component.
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6.4 Each person supervising maintenance shall personally observe the work being done to
the extent necessary, to ensure that it is accomplished properly and he shall be readily
available for consultation with those maintenance personnel performing the work.

6.5 When maintenance is performed by persons working in shifts, the supervisor shall ensure
that the work status at the end of each shift is properly recorded and communicated to
the supervisor of the following shift.

7. TECHNIQUES AND PRACTICES

7.1 The methods, techniques and practices used for the accomplishment of maintenance shall
be those recommended by the manufacturer or others approved by the Chairman.

7.2 Methods, techniques and practices specified in FAA AC 43.13-1B titled Acceptable
Methods, Techniques, and Practices – Aircraft Inspection and Repair and CAA
UK publication CAP-562 titled Civil Aircraft Airworthiness Information and
Procedures are acceptable except where they conflict with the manufacturers’ data, in
which case manufacturers’ data takes precedence.

7.3 Where the manufacturer specifies critical practices and procedures such as torque
values, adjustments, tests, checks, pressures, fits, clearances and tolerances, these must
be observed unless otherwise approved.

8. TOOLS AND EQUIPMENT

8.1 Tools and Test Equipment shall be those recommended by the manufacturer or an
equivalent which is equally satisfactory for the particular task.

8.2 Tools and equipment shall be in such condition that they will perform their designed
functions satisfactorily.

8.3 Precision tools, measuring equipment and test apparatus shall be checked and calibrated
periodically as recommended by manufacturers unless otherwise approved or prescribed
and the unique identification number shall be permanently affixed on the body of such
items.

8.4 Records shall be kept to control the calibration of such tools and equipment, and an
appropriate calibration sticker shall be affixed to show the calibration data (as a
minimum, identification number, date of calibration and next due date).

8.5 A person performing maintenance away from the premises of an approved organisation
shall ensure that he has all necessary data, tools and materials on hand.

9. MAINTENANCE SCHEDULE
9.1. The Owner/Operator shall ensure that Maintenance Schedule required under the ANO
(AW) B.15 is submitted to the Chairman for approval and all maintenance are
accomplished within the approved period.

10. MINIMUM EQUIPMENT LIST (MEL)

10.1 An aircraft may fly with specified components or systems unserviceable in accordance
with the provisions of an approved Minimum Equipment List in accordance with the
ANO (AW) B.8.

11. AIRCRAFT COMPONENTS

11.1 All components for installation on an aircraft shall comply with the approved type design
in accordance with the ANO (AW) A.1 and B.14.
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12. MANDATORY DEFECT REPORTING

12.1 The Owner/Operator shall ensure that requirements with the ANO (AW) B.5 are
complied with in respect of all applicable defects.

13. MODIFICATION AND REPAIR

13.1 Modifications and repairs shall conform to data approved as prescribed in the ANO
(AW) A.7.

14. AIRWORTHINESS DIRECTIVES

14.1 Airworthiness Directives (ADs) issued by the country of origin, which are applicable to
the aircraft or its components, shall be complied with in accordance with the
requirements of the ANO (AW) B.9.

15. CONCESSION AND DISPENSATION/EXEMPTION

15.1 There shall be no departure from these Air Navigation Orders except in accordance with
a concession and dispensation/exemption that may be granted by the Chairman.

15.2 If an Owner/Operator, or a person or organisation performing maintenance, considers

that there are exceptional circumstances which warrant the grant of a concession and
dispensation/exemption, shall submit an application to the Chairman for consideration.

16. RECORDING AND CERTIFICATION

16.1 Technical log books as required under the ANO (AW) B.4 shall be maintained by the
Owner/Operator for each Aircraft.
16.2 Aircraft maintenance log book as required under the ANO (AW) B.16 shall be
maintained by the Owner/Operator for each aircraft.
16.3 Aircraft certification as required under the ANO (AW) B.3 shall be ensured by the
Owner/Operator for each aircraft.

17. MAINTENANCE RELEASE

17.1 Each aircraft shall be inspected periodically and issued with a Maintenance Release in
accordance with the provisions of ANO (AW) B.3.

18. COMPLIANCE WITH AIRWORTHINESS REQUIREMENTS

18.1 The Owner/Operator shall ensure compliance with the requirements of all applicable
Air Navigation Orders issued by the Chairman.

19. ANNUAL INSPECTION

19.1 Annual inspection of aircraft at period not exceeding 12 (twelve) months shall be
accomplished in accordance with recommendation of the manufacturer and as approved
by the Chairman in the form of Aircraft Maintenance Schedule.
19.2 Annual Inspection of the aircraft shall be performed by an approved maintenance
organisation (AMO) and shall include a general inspection of the aircraft and its
documentation to ensure that:
(a) The aircraft, components and equipment have been maintained in accordance
with these Orders.
(b) Routine maintenance has been performed as and when specified in the approved
maintenance schedule(s) and these Orders.
Issue 2 10 November 2009
 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B - MAINTENANCE DIRECTIONS

MAINTENANCE OF AEROPLANES AND HELICOPTERS

CHAPTER B.2 ENGAGED IN OPERATIONS INVOLVING PAYMENT OR
PROMISE OF PAYMENT

Section No. Title

1. GENERAL
2. DEFINITIONS
3. MAINTENANCE MANAGEMENT - ORGANISATION
4. MAINTENANCE CONTROL MANUAL (MCM)
5. PRESENTATION OF MCM
6. QUALITY ASSURANCE SYSTEM
7. FACILITIES AND PERSONNEL
8. ISSUE OF INSPECTION AUTHORISATION
9. PERSON RESPONSIBLE FOR MAINTENANCE & ENGINEERING
10. MAINTENANCE SCHEDULES/ PROGRAMMES
11. WORK SHEETS
12. MINIMUM EQUIPMENT LIST (MEL)
13. MANDATORY DEFECT REPORTING
14. MODIFICATION AND REPAIR
15. AIRWORTHINESS DIRECTIVES
16. CONCESSION AND DISPENSATION/ EXEMPTION
17. MAINTENANCE RECORDS
18. MAINTENANCE RELEASE
19. COMPLIANCE WITH AIRWORTHINESS REQUIREMENTS
20. AIRWORTHINESS SURVEILLANCE
APPENDIX-1 GUIDELINES - SCOPE OF QC AND QA FUNCTIONS

1. GENERAL
1.1 This Order prescribes responsibility of Owners/Operators and maintenance requirements of (i)
aeroplanes and (ii) Helicopters, that are engaged in any classes of operation as mentioned
under the rule 105 of the CARs 1984, where payment or promise of payment (i.e.
remuneration or hire) to the operator or owner of the aircraft in respect of that flight is
involved.

2. DEFINITIONS
2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2, 183 and 234
of the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not given
under the Rules, the under mentioned definitions shall apply:

(a) “Aeroplane” means a power-driven heavier-than-air aircraft, deriving its lift in

flight chiefly from aerodynamic reactions on surfaces which remain fixed under
given conditions of flight.

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(b) “Aircraft” means any machine that can derive support in the atmosphere from the
reactions of the air other than the reactions of the air against the earth’s surface.

(c) “Appropriate person” means the person(s) as mentioned in then Rule 196(6) of
the CARs, 1984.

(d) “Concession” means limited extension granted by the Chairman in respect of any
aircraft appliances or systems to remain in service or to continue in operation
beyond the approved life as stated in the approved AMP/AMS or approved MEL,
keeping the safety of the aircraft in view, but excluding those aircraft appliances
which have retirement or scrap life and/or Airworthiness Directive limitations.

(e) "Dispensation/ Exemption" means any departure from the requirements of these
Orders as may be granted by the Chairman to use a limited quantity of
material/parts not manufactured exactly in accordance with the
manufacturer's approveddesign specifications or to effect major
modification/repair not completely in conformity with that approved by
manufacturers, but are acceptable to Chairman , keeping the safety of aircraft in
view.

(f) “Helicopter” means a heavier-than-air aircraft supported in flight chiefly by

the reactions of the air on one or more power-driven rotors on substantially
vertical axis.

(g) “Human factors principles” means the principles which apply to aeronautical
design, certification, training, operations and maintenance and which seek safe
interface between human and other system components by proper consideration to
human performance.

(h) “Maintenance control manual (MCM)” means a document which describes the
operator’s procedures necessary to ensure that all scheduled and unscheduled
maintenance are performed within the specified time on the operator’s aircraft in a
controlled and satisfactory manner.

(i) “Maintenance procedures manual (MPM)” means a document, endorsed by the

head of the maintenance Organisation, which details the maintenance Organisation’s
structure and management responsibilities, scope of work, description of facilities,
maintenance procedures and quality assurance or inspection systems.

(j) “Maintenance programme” means, a document which describes the specific

scheduled maintenance tasks and their frequency of completion and related
procedures, such as a reliability programme, necessary for the safe operation of
those aircraft to which it applies.

(k) "Maintenance schedule" means, an approved document containing a list of items to

be inspected, calibrated, tested, overhauled, replaced, serviced or otherwise
maintained at specified intervals for each aircraft, and details the periods at which
maintenance certification shall be issued.

(l) “Operator” means a person, Organisation or enterprise engaged in or offering to be

engaged in an aircraft operation.

(m) “Safety management system” means, a systematic approach to managing safety,

including the necessary Organisational structures, accountabilities, policies and
procedures.

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(n) "Worksheet" (or any alternate name i.e. Continuation sheet, Task sheet etc.) means,
a document used to record the completion of each item of inspection or scheduled or
unscheduled maintenance performed, and which becomes part of the maintenance
record for the aircraft, together with a certificate of compliance.

3. MAINTENANCE MANAGEMENT – ORGANISATION

3.1 The Owner or Operator of an aircraft, engaged in carriage of passengers, is responsible to
ensure that the aircraft is maintained in an airworthy condition and must have all facilities to
accomplish at least “A” Check (or equivalent check) in her Operation Base which must be
within Bangladesh.
3.2 In case of an aircraft which is engaged in carriage of cargo or mails and where maintenance
facility and/or Hangar facility is not available within Bangladesh, in such exceptional
circumstance, the Chairman may authorise once a while accomplishment of “A” Check at
abroad (but not as a regular practice) by a CAAB approved Maintenance Organisation. In
such cases, all cost of travel for regular surveillance inspection at abroad by CAAB officials
shall be borne by the Operator as provided under the rule 213 of the CARs 1984.
3.3 An Operator shall not operate an aircraft unless it is maintained and released to service by
an approved maintenance organisation or under an equivalent system.
3.4 An approved maintenance organisation may be a part of the operator’s Organisation or it
may be another organisation to which the operator has subcontracted aircraft maintenance
tasks in accordance with the Section 4 of this Order. In either case, the operator employs a
person or persons to ensure that the maintenance work is carried out in accordance with the
operator’s Maintenance Control Manual.
3.5 The maintenance responsibilities shall be fully satisfied and the quality assurance
programme as stated in the ANO (AW) C.2 shall be in place.
3.6 Where the maintenance organisation is part of the operator’s own organisation, it should be
subjected to the same approval procedure as for independent aircraft maintenance
organisation as required under the ANO (AW) C.1 and C.2.
3.7 Where higher maintenance checks (“B” Check and above) are contracted out, a written
contract should be agreed between the operator and the maintenance organisation detailing
the responsibilities of both parties. The technical aspects of the contract should be accepted
by the Authority as mentioned in the Section 4 of this Order.
3.8 No person or organisation other than an aircraft maintenance organisation approved by the
Chairman shall perform any maintenance on an aircraft or aeronautical products which are
intended for installation on commercially operated aircraft, or any aircraft as mentioned in
this order.

4. MAINTENANCE CONTROL MANUAL (MCM)

4.1 Contract maintenance: An operator may contract his maintenance requirements to another
approved maintenance organisation preferably as part of long term contractual agreement for
accomplishing regular maintenance (i.e. scheduled base checks) or one off contractual
agreement in case of all higher Checks and/or Un-scheduled maintenance/repair, provided:
(a) The Operator has audited the contracted organisation and has established that the
organisation has adequate facilities, equipment and qualified personnel to perform,
inspect, and certify the work.
(b) All records, task cards and manuals are in English language.
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(c) The contract specifies the maintenance required, clearly defines the conditions under
which it must be performed and responsibilities of both the parties.
(d) Necessary procedures must be in place for the control of subcontracted activities,
together with terms of reference for the personnel responsible for their management.
(e) The Operator submits a copy of the maintenance agreement and a copy of the
Maintenance Control Manual (MCM) for approval of the Chairman prior to
commencement of maintenance under the agreement and arranges inspection of the
contracted organisation by CAAB in connection with issue of Certificate of
Approval.
4.2 Responsibility of the operator: An operator who arranges for another person or
organisation to perform maintenance (“B” Check and above) shall remain responsible for
the completion of that work, for the safe operation and continuing airworthiness of the
aircraft, and shall outline in the MCM the policies governing the contract.

4.2.1 Each affected operator and the contracting organisation shall distribute the approved current
MCM to all concerned personnel of the operator and contractor for guidance and use by
their respective personnel to ensure efficient conduct of the contracted maintenance.

4.2.2 The agreement between the operator and the contractor shall make provision for the CAAB to
inspect the contractor’s facilities and applicable records, including engineering records, at
any location where related maintenance is being performed.

4.2.3 Any costs incurred by CAAB personnel performing initial and re-current surveillance
inspection of the operators local or foreign contracted maintenance organisation, or during
maintenance of the operator’s aircraft at such a facility, shall be borne by the operator as
provided under the Rule 213 of CARs, 1984.

4.2.4 The design of the MCM shall observe Human Factors principles. Guidance material on the
application of Human Factors principles can be found in the Human Factors Training
Manual (ICAO Doc 9683).

4.2.5 The operator shall provide, for the use and guidance of all concerned maintenance and
operational personnel, copies of the CAAB approved Maintenance Control Manual (MCM).

4.2.6 The operator shall ensure that the Maintenance Control Manual is amended as necessary to
keep the information contained therein up to date.

4.2.7 The operator shall provide the Chairman and in case of operation of aircraft on Wet Lease
(Foreign Registered aircraft), to the State of Registry, with a copy of the operator’s
maintenance control manual, together with all amendments and/or revisions to it and shall
incorporate in it such mandatory material as the Chairman or the State of Registry may
require.

4.3 Contents of the MCM: The MCM shall include as a minimum, descriptions of the
following procedures to ensure that:

(a) Each aircraft operated by the Operator is maintained in an airworthy condition.

(b) The operational and emergency equipment necessary for an intended flight is
serviceable.

(c) The Certificate of Airworthiness of each aircraft they operate remains valid.

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(d) A description of the administrative arrangements between the operator and the
approved maintenance Organisation.

(e) A description of the maintenance procedures and the procedures for completing and
signing a maintenance release when maintenance is based on a system other than
that of an approved maintenance organisation.

(f) Names and duties of the person or group of persons responsible to ensure that all
maintenance is carried out in accordance with the maintenance programme.

(g) A reference to the maintenance programme approved by the Chairman as required

under the ANO (AW) B.15.

(h) A description of the methods used for the completion and retention of the operator’s
maintenance records as required under the ANO (AW) B.4.

(i) A description of the procedures for (i) continuing airworthiness information -

monitoring, assessment & reporting of maintenance and operational experience with
respect to airworthiness, (ii) procedures for transmission of defect information and
the type of service information that are to be reported as per the ANO (AW) B.5 to
the:
(i) Chairman; and
(ii) Respective Design Organisation.

(j) A description of the procedures for implementing action resulting from mandatory
continuing airworthiness information.

(k) A description of establishing and maintaining a system of analysis and continued

monitoring of the performance and efficiency of the maintenance programme, in
order to correct any deficiency in that programme as required under the ANO (AW)
B.15.

(l) A description of aircraft types and models to which the manual applies.

(m) A description of procedures for ensuring that defects affecting airworthiness are
recorded and rectified.

(n) Name of the Maintenance base(s), and the specific Checks/Maintenance that will be
accomplished at the Maintenance base(s).

4.4 In circumstances where the maintenance organisation is also the operator, in such case, the
Maintenance Procedures Manual (MPM) of the organisation and the maintenance control
manual (MCM) of the operator may be combined and may be titled as Maintenance
Control and Procedures Manual (MCPM).

4.5 Detailed guidelines on contents of MCM/MPM are given in the ANO (AW) C.2.

5.0 PRESENTATION OF MCM

5.1 The MCM shall be submitted in 3 (three) rings binder (height of the binder not
exceeding 12.25 inch and of appropriate thickness).

5.2 Title of the document (e.g. MCM) and Name of the Operator (e.g. XYZ Airlines as
appropriate) shall be mentioned on the front face and the Spine side of the MCM.

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5.3 Pages of the MCM should be printed on thick paper, preferably having thickness of 100
GSM or above to reduce possibility of tearing from the binder during frequent reference and
handling.

5.4 Divider pages shall be placed in between each Chapters or Sections as applicable.

6.0 QUALITY ASSURANCE SYSTEM

6.1 General: An operator should establish a quality assurance system as part of the
management system and designate a quality manager (head of quality), who should be
acceptable to the Chairman, to monitor compliance with, and adequacy of procedures
required to ensure safe maintenance practices and airworthiness of aircraft. Compliance
monitoring should include a feed-back system to the designated manager to ensure
corrective action as necessary.

6.1.1 The operator’s systems for quality control and assurance must take into account all of
the facilities and procedures utilised to ensure continued airworthiness, at each of the
Operator's locations where activities take place affecting the airworthiness of the
aircraft. The quality system should include a quality assurance programme which contains
procedures designed to verify that all tasks are being conducted in accordance with all
applicable requirements, standards and procedures.

6.1.2 Quality control must therefore be effective throughout the operation and maintenance of
aircraft and quality auditing must ensure that control is being properly applied and
achieving satisfactory results.

6.1.3 The operator’s quality control policies and systems must be described in the MCM
together with the Quality Assurance audit programme.

6.2 Procedures: Staff assigned to quality control and assurance duties must be:
(a) Sufficiently experienced in the company systems and procedures and technically
knowledgeable of the aircraft being maintained so as to enable them to perform
their duties satisfactorily.
(b) Experienced in the techniques of quality control and assurance or receive suitable
training before taking up their duties.
(c) Given clearly defined terms of reference and responsibility within the
organisation. This is particularly important where QC/QA personnel are also expected
to perform other duties in the organisation, e.g. to issue Maintenance Release or
other maintenance certification.

6.2.1 The department responsible for Quality Control and Assurance must ensure
accomplishment of independent quality audit on a planned basis, with emphasis that the
Quality Control and Assurance Systems followed is effective and achieves Safety
Performance Target. The scope of quality checks within the organisation (purely as an
Owner/Operator, with maintenance contracted to an AMO) should follow the guidelines
given at the Appendix- 1 of this Order. Where the Owner/Operator is also the AMO, the
guidelines given in the Appendix-2 of the ANO (AW) C.2 shall be followed.

6.2.2 All quality checks must be recorded assessed and where necessary shall be forwarded to
the person responsible for the particular facility or procedure for necessary corrective
action. There must be a feed- back system for confirming to the quality assurance staff
that corrective action has been taken and to ensure that persons concerned with any audit
deficiency are kept aware of both the adverse report and the outcome.

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6.3 Alternative to a quality assurance system: In cases where the Operators are engaged in
Aerial Work operation and General Aviation operation as per the rule 105 of the CARs 1984
and provided in the opinion of the Chairman, setting up a comprehensive quality assurance
system is not appropriate, only in such cases the a simpler method of quality control
system/verification may be accepted.

7. FACILITIES AND PERSONNEL

7.1 Facilities: To enable proper servicing and maintenance of aircraft, each operator shall ensure
the availability of adequate facilities at the maintenance base and at each route station as
stated in the ANO (AW) C.2.

7.2 Personnel: The Operator shall ensure that adequate numbers of licensed AMEs and/or
appropriate persons are available for both line and base maintenance.

7.3 Training: The Operator must have a programme of training to ensure that:
(a) All certifying maintenance personnel satisfactorily complete approved training
before performing the duties required of them.
(b) Personnel required to issue Maintenance Release receive familiarisation training on
the aircraft type and instruction in the correct operation of the Operator's
airworthiness control procedures to enable them to perform these tasks on the type
of aircraft for which support is being provided.
(c) Personnel engaged in maintenance-related tasks receive refresher training at
regular intervals covering any changes to the aircraft and its maintenance, taking
into account the results of in-service experience gained by the Operator and that
published by the aircraft, engine and equipment manufacturers. Attention should
also be paid to changes in company procedures, the ANOs and CAAB
requirements.

7.3.1 Records should be maintained of all training undertaken by personnel including any
results of assessments or examinations. Training must be obtained from an approved
training institute and shall include formal instruction and practical experience.

7.3.2 Management personnel of the Engineering, Maintenance and Aeronautical Stores &
Procurement departments and other relevant personnel should be trained in the techniques
of maintenance management and the achievement of airworthiness standard appropriate to
the posts held.

7.3.3 The number of maintenance personnel, including management, supervisors, quality audit
staff and mechanics to be trained before the introduction into service of a new type of
aircraft should be agreed with the CAAB. Numbers should take into account the complexity
of the aircraft and its systems, the fleet size, the anticipated pattern of aircraft utilisation
and the organisation's previous experience of similar aircraft.

7.4 Records of Appropriate Persons: Inspection Authorisation may be issued in accordance

with the ANO (AW) C.8 and the appropriate persons shall be provided with copies of their
authorisations, preferably in card or booklet form, recording the following details:
(a) Name of organisation.
(b) Holder's name, Individual authorisation number and holder’s signature.
(c) The CAAB Approval reference number of the organisation.

Issue 3 10 November 2009

 Page 8 ANO B.2

(d) Details of the aircraft, engines, systems, equipment and maintenance tasks for
which authorisations have been granted, the scope of each authorisation and its date.
(e) A statement of any conditions of issue, including a statement to the effect that such
authorisation is valid only so long as the holder is in the organisation's
employment.

7.4.1 Personnel records should be kept, clearly indicating the basis upon which authorisations
have been granted. The records should also include details of any Aircraft Maintenance
Engineers' Licence held, training satisfactorily completed and the result of any written or
oral assessment by the person responsible for granting the authorisation.

8. ISSUE OF INSPECTION AUTHORISATION

8.1 The grant of “Inspection Authorisation” will be strictly regulated to meet only the
requirements of the Operators having independent Quality Control/Assurance systems
meeting the requirements of the ANO (AW) C.2 and in accordance with the procedures laid
down in the ANO (AW) C.8.

9. PERSON RESPONSIBLE FOR MAINTENANCE & ENGINEERING

9.1 Each operator and AMO shall appoint required number of persons approved in accordance
with the ANO (AW) B.7 to be responsible for the coordination and control of all maintenance
and Engineering matters including liaison with contracting maintenance firms and with the
Civil Aviation Authority.

9.2 Where the operator is an Approved Maintenance Organisation, the person appointed with the
authority to remove aircraft from flight status shall be the Head of Quality Assurance.

10. MAINTENANCE SCHEDULES/ MAINTENANCE PROGRAMMES

10.1 The operator shall provide, for the use and guidance of maintenance and operational
personnel concerned, a maintenance programme/schedule as required under the ANO (AW)
B.15.

11. WORK SHEETS

11.1 The work sheets used shall be those specified in the operators MCM and the completed work
sheets shall form part of the maintenance records for the aircraft.

12. MINIMUM EQUIPMENT LIST (MEL)

12.1 An aircraft may fly with specified components or systems unserviceable in accordance with
the provisions of an approved Minimum Equipment List in accordance with the ANO (AW)
B.8.

13. MANDATORY DEFECT REPORTING

13.1 The Owner/Operator shall ensure that requirements with the ANO (AW) B.5 are complied
with in respect of all applicable defects.

14. MODIFICATION AND REPAIR

14.1 Modifications and repairs shall conform to data approved as prescribed in the ANO (AW)
A.7.
Issue 3 10 November 2009
 APPENDIX-1
ANO B.2

GUIDELINES - SCOPE OF QUALITY CONTROL AND ASSURANCE FUNCTIONS

1. Checks on aircraft in service for:

(a) Compliance with company approved practices for cargo restraint, load distribution
and spreading such that the approved modifications for cargo configurations are
observed.

(b) Procedures to ensure that the weight and balance data in use reflects the aircraft
configuration and the weight and balance schedule.

(c) Satisfactory condition of cargo/baggage compartments and their linings, cargo

handling and restraint equipment and special provisions for the carriage of
livestock and attendants.

(d) Continuing compliance in respect of cabin and other safety provisions.

2. Checks on Aircraft Maintenance Logs for:

(a) Correct completion of sector record pages and their transmission to technical
records.

(b) Satisfactory rectification of defects or their deferral in accordance with the MEL
and company procedures. The recording of component details and stores control
numbers, cross-referencing to deferred defect records and use of additional
worksheets where appropriate and the inclusion of rectification details in the Sector
Record Page.

(c) Compliance with required reporting procedures in the event of flights taking place
after rectification of defects without issue of a Certificate of Compliance.

(d) Certificate of modifications including the installation of role equipment such as

stretchers and conversion of the aircraft from passenger to cargo roles, and return to
passenger.

(e) Correct use of maintenance and inspection control systems included in the technical
log for the completion of scheduled and pre-planned tasks between Scheduled
Maintenance Inspections.

(f) Procedures for recording external damage to the aircraft which has been inspected
and is considered safe for further operation.

3. Checks on Technical Service Information for:

(a) Adequacy of aircraft manuals and other technical information appropriate to each
aircraft type, including engines, propellers and other equipment, and the continuing
receipt of revisions and amendments.

Issue 3 Page 1 of 4 10 November 2009

 APPENDIX-1
ANO B.2

(b) Assessment of manufacturers’ service information, determining its applicability to

the Operator's aircraft and the recording of compliance or embodiment in each
aircraft.

(c) Maintaining a register of manuals and technical literature held within the company,
their locations and current amendment status.

(d) Ensuring that all company manuals and documents, both technical and procedural,
are kept up to date.

4. Checks on the Company's General Airworthiness Control Procedures for:

(a) Responding to the requirements of Airworthiness Directives, mandatory

modifications and inspections, CAA Airworthiness Notices and special fleet checks
instituted in response to occurrences etc.

(b) Monitoring company practices in respect of scheduled or pre-planned maintenance

tasks to be carried out in the open and adequacy of the facilities provided.

(c) Effective completion of maintenance reviews at intervals required by the approved

maintenance schedule and the availability of information to the certificate
signatory.

(d) Operation of the defects analysis system for the Operator's airframes, engines and
systems and its integration with the system for mandatory occurrence reporting; the
highlighting of repetitive defects and the control of deferred defects.

(e) Authorisation of personnel to perform inspections and maintenance tasks on the

Operator's aircraft and for the issue of Maintenance Release.

(f) The effectiveness and adequacy of training and the recording of experience,
training and qualifications of the personnel for grant of authorisation.

(g) The effectiveness of technical instructions issued to maintenance staff.

(h) The adequacy of staff in terms of qualifications, numbers and ability in all
areas of support for the Operator which affects airworthiness.

(i) The efficacy and completeness of the quality audit programme.

(j) Compliance with the requirements of the approved Maintenance Schedule, including
maintenance/inspection periods, component overhaul/test/calibration control, records
of cycles/landings etc and for granting concessions at the request of the Operator.

(k) Maintaining logbooks and other required records on behalf of the Operator.

(1) Ensuring that major and minor repairs are only carried out in accordance with
approved repair schemes and practices.

Issue 3 Page 2 of 4 10 November 2009

 APPENDIX-1
ANO B.2

5. Checks on Stores and Storage Procedures for:

(a) The adequacy of stores and storage conditions for rotable components, small parts,
perishable items, flammable fluids, engines and bulky assemblies.

(b) The procedure for examining incoming components, materials and items for
conformity with Purchase Order, release documentation and approved source.

(c) The 'batching' of goods and identification of raw materials, the acceptance of “Part
Life” items into stores and requisition procedures for demanding items from the
store.

(d) Labeling procedures, including the use of serviceable/unserviceable/repairable

labels, and their certification and final disposal after installation. Also labeling
procedures for components which are serviceable but having `Part Life' only.

(e) The internal release procedure to be used when components are to be forwarded to
other locations within the organisation.

(f) The procedure to be adopted for the release of goods or overhauled items to other
organisations. (This procedure should also cover items being sent away for
rectification or calibration).

(g) The procedure for the requisitioning of tools together with the system for ensuring
that the location of tools is known at all times.

(h) Control of shelf life and storage conditions in the stores including identification and
segregation of items.

6. Checks on Maintenance Facilities for:

(a) Cleanliness, state of repair and correct functioning of hangars, hangar facilities and
special equipment, and the maintenance of mobile equipment.

(b) Adequacy and functioning of special services and techniques including welding,
NDT, weighing, painting etc.

(c) Viewer/printer equipment provided for use with micro-film, CD and DVD for
various documents and manuals of aircraft and ensure regular maintenance takes
place and an acceptable standard of screen reproduction and printed copy are
achieved.

(d) The adequacy of special tools and equipment appropriate to each type of aircraft,
including engines, propellers and other equipment.

Issue 3 Page 3 of 4 10 November 2009

 APPENDIX-1
ANO B.2

7. Checks at Line and Route Stations, in addition to the foregoing as applicable for:

(a) The adequacy of facilities and staff, the provision of covered accommodation for
aircraft when maintenance is undertaken which requires a controlled environment
and for the accomplishment of work in the open where this is unavailable.

(b) The cleanliness, state of repair, correct functioning and maintenance of ground
support equipment including ground de-icing/anti-icing equipment.

(c) The effectiveness of any sub-contracted arrangements for ground handling,

servicing and maintenance support and compliance with the operator's contracted
arrangements, quality monitoring of fuel supplies including supplier checks and
uplift contamination checks; the effectiveness and completion of fuel tank water
drain checks.

(d) The care and maintenance of cargo containers, freight nets, pallets and the cargo
equipment.

(e) The currency, scope and effectiveness of locally raised technical instructions and the
procedure for bringing them to the notice of maintenance personnel, adequacy of
the technical publications held at the station for the operator's aircraft, their
currency and procedures for amendment,.

(f) The accuracy and control of worksheets or cards, to ensure that only up-to-date
issues are used.

--------------------------

Issue 3 Page 4 of 4 10 November 2009

 `
CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B – MAINTENANCE DIRECTIONS

CHAPTER B.3A MAINTENANCE CERTIFICATION SYSTEM

Sections Titles
1. INTRODUCTION
2. DEFINITIONS
3. CERTIFICATE OF COMPLIANCE
4. ISSUANCE OF MAINTENANCE RELEASE
5. AUTHORISED RELEASE CERTIFICATE - COMPONENTS
6. CERTIFICATE OF FITNESS FOR FLIGHT (CFF)
7. CERTIFICATION OF MAINTENANCE WORK
8. ACCOMPLISHMENT OF PDI AND DAILY INSPECTION
DOCUMENTATION PROCEDURES FOR MAINTENANCE -
9.
AIRCRAFT AND COMPONENTS
10. CERTIFICATION OF PDI AND DAILY INSPECTION ON AML
VALIDITY OF APPROVAL - PDI AND DAILY INSPECTION
11.
AUTHORISATION
12. EFFECTIVITY
APPENDIX-1 CERTIFICATE OF COMPLIANCE
MAINTENANCE RELEASE - AIRCRAFT AFTER SPECIFIED
APPENDIX-2
SCHEDULED MAINTENANCE
EXAMPLE OF MAINTENANCE RELEASE- AIRCRAFT AFTER
APPENDIX-3 LOWER SCHEDULED MAINTENANCE AND DEFECT
RECTIFICATION
MAINTENANCE RELEASE – COMPONENTS
APPENDIX-4
(AUTHORISED RELEASE CERTIFICATE)
APPENDIX-5 CERTIFICATE OF FITNESS FOR FLIGHT
APPENDIX-6 EXAMPLE OF ROUTINE TASK CARD
APPENDIX-7 EXAMPLE OF NON ROUTINE CARD (NRC)

1. INTRODUCTION

1.1 The Rule 192 of the CARs, 1984 requires that on completion of approved inspection
schedule or any maintenance, repair, overhaul, modification, replacement etc, a certificate is
required to be issued by appropriately licensed AMEs, approved or authorised person.

1.2 The ANO requires issue of Maintenance Release in respect of an aircraft after each
scheduled maintenance and introduces requirement of issue of Maintenance Release after
each un-scheduled maintenance including rectification of defects.

1.3 Similarly, the ANO requires issue of Authorised Release Certificate (previously known as
Release Note) in respect of each component, parts and materials on release from approved
shops.
Issue 3 Page 5 of 4 10 November 2009
 Page 2 ANO B.3A

1.4 The ANO also states certification procedure for pre-departure inspection of aircraft by
appropriate person(s).

2. DEFINITIONS

2.1 For the purpose of this Order, the definitions as mentioned under the Rule 2, 183 and 234 of
the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not given under
the rules, the under mentioned definitions shall apply:

(a) “Approved pilot/flight engineer” means a pilot/flight engineer approved by an

Operator to carry out and certify “Transit” or “Pre-departure or Pre flight
check/inspection” at out station(s) only excluding the privilege of defect
rectification.

(b) “Appropriate person(s)” means the person(s) as defined in Rule 196(6) of the
CARs, 1984, who may be authorised by the Owner, Operator or Pilot-in-command
to carry out maintenance on a Bangladesh aircraft.

Note: This means issue of a Certificate of Compliance for the maintenance work
performed by him or under his direct supervision.

(c) “Delegated Appropriate Person(s)” means the Appropriate Person(s) who has
been delegated with authority by the Owner/Operator/AMO to issue specified
airworthiness certification (i.e. Maintenance Release, Authorised Release
Certificate) through the respective MCM/MPM approved by the Chairman.

Note: Such person(s) may not be directly responsible for performance of the
maintenance works (i.e. issue of Certificate of Compliance).

(d) “Authorised Release Certificate” (previously known as release note) means a

document issued by the delegated “Appropriate Person(s)” of an approved
organization following manufacture, overhaul, repair, modification or procurement
of aircraft materials, parts or components, which attests that the particular
product/maintenance work on the item has been completed in the satisfactory
manner in accordance with the approved data, the procedures described in the
organization procedures manual, the item is considered airworthy for release to
service and is in condition for safe operation.

(e) “Authorised Signatory” means the person(s) who, based on their experience,
knowledge, performance and good service records, are selected and nominated by
the Operator/ AMO to certify and issue specified documents/applications/statement
(i.e. Application for issue/renewal of C of R / C of A / Engineering Concession /
Exemption, Serviceable / Un-Serviceable / Hold Tag, Aircraft weighing report,
Entry in various log books / Aircraft Records & Documents etc.) in accordance with
the procedures mentioned in the respective MCM/MPM approved by the Chairman.

(f) “Certificate of Compliance" means a certification made by the “Appropriate

Person(s)” directly involved in performing maintenance on an aircraft or an engine,
propeller, component or part, including overhaul, modification, repair and aircraft
inspections not requiring a Maintenance Release and which attests that the work has
been performed in accordance with all applicable airworthiness standards and
requirements.
"
(g) Certificate of Fitness for Flight" means a document issued in respect of an aircraft
which does not have a valid Certificate of Airworthiness and which is required to be
flown to qualify for the issue or renewal of a Certificate of Airworthiness.

Issue-1 9 February 2010

 Page 3 ANO B.3A

(h) "Component" means a major assembly of a complete aircraft, engine or propeller

and includes for example wings, flight control surfaces, landing gears, generators, fuel
pumps, actuators, avionic components etc.

(i) “Maintenance” means the performance of tasks required to ensure the continuing
airworthiness of an aircraft, including any one or combination of overhaul,
inspection, replacement, defect rectification and the embodiment of a modification
or repair.

(j) "Maintenance Release” means a document issued by the “Delegated Appropriate

Person” in respect of each aircraft at prescribed intervals as stated in the AMS, after
each scheduled Check and un-scheduled maintenance including defect rectification,
which contains a certification confirming that the maintenance work on the aircraft
has been completed in a satisfactory manner in accordance with the applicable
approved data, the procedures described in the organisation’s Maintenance
Procedures Manual, the aircraft is considered airworthy for release to service and is
in a condition for safe operation.

(k) "Parts" means, a sub-assembly of an aircraft component and standard items including
fasteners, rivets, nuts, bolts, rigging cable and electrical wire.

(l) “Inspection” means examination of an item against a specific standard.

Note: For ease of understanding, the terms (i) “Appropriate person”, (ii) “Delegated
Appropriate Person” and (iii) “Authorised Signatory” are explained further below:

Appropriate person Persons authorised to certify maintenance work on aircraft/component

i.e. issue of Certificate of Compliance
Delegated Appropriate Persons, nominated by the Operator/AMO and have been
Appropriate Person authorised to issue specified airworthiness certifications (as mentioned
in the definitions) as per the procedures mentioned in the MCM/MPM
approved by the Chairman.
Authorised Persons nominated by the Operator/AMO and have been authorised to
Signatory certify and issue specified documents/applications/statement (as
mentioned in the definitions) as per the procedures mentioned in the
MCM/MPM approved by the Chairman.

3. CERTIFICATE OF COMPLIANCE

3.1 A Certificate of Compliance shall be issued by an appropriate person on satisfactory

completion of the under mentioned tasks in accordance with applicable approved
maintenance data or manufacturer’s instructions and the person(s) shall be directly
responsible for proper accomplishment of the task(s) certified:
(a) Inspection, Modification and Repair of aircraft, but excluding issue of Maintenance
Release.
(b) Inspection, Modification, Repair and Overhaul of appliances/components whilst off
the aircraft (in an approved shop) but excluding issue of Authorised Release
Certificate.
3.2 No person shall sign a Certificate of Compliance unless the maintenance in respect of which
that certificate is prepared has been performed in accordance with applicable approved
data, manuals, procedures, applicable airworthiness standards and requirements of the
Chairman, CAAB.

Issue-1 9 February 2010

 Page 4 ANO B.3A

3.3 Where the person signing a Certificate of Compliance determines that a flight test of an
aircraft is necessary to verify that the maintenance performed on the aircraft is satisfactory,
he shall complete the Certificate of Compliance, by adding the condition "subject to a
satisfactory Flight Test" on the aircraft maintenance log.

3.4 A Certificate of Compliance may only be issued by:

(a) The holder of a type rated Bangladesh Aircraft Maintenance Engineer Licence.
(b) The holder of a type rated Aircraft Maintenance Engineer Licence or equivalent,
issued by the airworthiness authority of a contracting state, which has been validated
by the Chairman and subject to any conditions prescribed by him.
(c) A person authorised to certify on behalf of an approved Maintenance Organisation
in accordance with the procedures approved by the Chairman.

3.5 All Certificate of Compliance shall be preserved for specified period as stated in the ANO
(AW) B.4.

3.6 Each Certificate of Compliance shall state the location (place) at which the work was
performed.

3.7 An acceptable format for a Certificate of Compliance is provided at the Appendix-1 to this
Order.

4. ISSUANCE OF MAINTENANCE RELEASE

4.1 Maintenance Release in respect of an aircraft shall be issued after satisfactory completion
of:
(a) Each scheduled maintenance checks (e.g. “A” check or 500 Flight Hours (FH) or
other specified FH checks and all higher letter checks or applicable checks) as
specified in the approved AMS/AMP of the aircraft type of each operator.
(b) Each scheduled lower maintenance check (e.g. weekly check, 50/100 FH checks
normally accomplished in Line maintenance) other than the scheduled checks
mentioned in 4.1(a) above.
(c) Each un-scheduled maintenance including defect rectification.

4.2 A Maintenance Release is not required to be issued after Pre-Departure Inspection (PDI) or
equivalent inspections i.e. Transit/Turn around and Daily Inspection/Overnight/Layover/
equivalent inspection.

4.3 No person shall sign a Maintenance Release unless the maintenance in respect of which the
release is prepared has been performed in accordance with all applicable airworthiness
standards and requirements and there is no known non- compliance, which could seriously
hazard flight safety.

4.4 Where the person signing a Maintenance Release determines that a flight test of an aircraft
is necessary to verify that the maintenance performed on the aircraft is satisfactory, he shall
complete the Maintenance Release, by adding the condition "subject to a satisfactory
Flight Test" on the aircraft maintenance log.

4.5 A Maintenance Release shall be issued by a “Delegated Appropriate Person” only when:
(a) All applicable maintenance has been satisfactorily completed.
(b) All applicable mandatory modifications and inspections have been completed.
Issue-1 9 February 2010
 Page 5 ANO B.3A

(c) All defects in the maintenance log books or other approved documents have been
rectified or deferred (if applicable) in accordance with approved procedures.
(d) No out-of-phase inspections or components replacements are due prior to the expiry
date/time of the Maintenance Release, or if due, the replacement date/time is
controlled in accordance with procedures approved by the Chairman.

4.6 Each Maintenance Release shall be raised/issued at least in 2 (two) copies; the Original
copy shall be carried in the aircraft and the Second copy shall be maintained by the issuing
organisation for the period as stated in the ANO (AW) B.4.

4.7 Issue of Maintenance Release after specified scheduled checks: The Delegated
Appropriate Persons approved by the Chairman in the MCM/MPM shall issue Maintenance
Release after satisfactory completion of each specified scheduled checks:

(a) Jointly by appropriately type rated Aircraft Maintenance Engineers (AMEs) holding
licence on the specific type of aircraft in:

(i) Category “A” (Airframe) and Category “C”; and

(ii) Category “E” (Electrical), “I” (Instrument) and “R” (Radio); or

(b) Person(s) authorised by a CAAB approved maintenance organisation in accordance

with the procedures approved by the Chairman.

4.8 Format of Maintenance Release - after specified scheduled checks: An acceptable

format of the Maintenance Release required to be issued after each specified scheduled
check is shown at the Appendix-2 of this Order.

4.9 Issue of Maintenance Release after lower scheduled checks and unscheduled
maintenance including defect rectification: The following categories AMEs shall issue
Maintenance Release after satisfactory completion of each lower scheduled checks and
unscheduled maintenance including defect rectification checks:

(a) For the lower scheduled checks (Checks lower than “A” check i.e. weekly check,
50/100 FH checks):

(i) Type rated AMEs in category “A” (Airframe) or Category “C”;

(b) For defect rectification:

(i) Holder of type rated AME licence in related category; or

(ii) Person(s) authorised by a CAAB approved maintenance organisation in

accordance with the procedures approved by the Chairman.

4.10 Format of Maintenance Release - after lower scheduled checks and unscheduled
maintenance including defect rectification checks: In such cases, an entry shall be made
in the Aircraft Maintenance Log (AML) stating brief title of the check along with the Work
Order/Package number and certifying satisfactory accomplishment of the check. Similarly,
following any unscheduled maintenance work on an aircraft including the defect(s) recorded
by the flight crew or entered by the maintenance crew, the defect(s) is to be rectified by the
“Appropriate Person”. An acceptable format of the Maintenance Release required to be
issued after each lower scheduled checks and unscheduled maintenance including defect
rectification is shown at the Appendix-3 of this Order.

Issue-1 9 February 2010

 Page 6 ANO B.3A

5. AUTHORISED RELEASE CERTIFICATE - COMPONENTS

5.1 Each Bangladesh organisation approved by the Chairman for the manufacture, overhaul,
repair, modification or distribution of aircraft components, aeronautical products and
materials shall provide, with each product processed, an “Authorised Release Certificate”
which attests that the product conforms to all applicable airworthiness standards and
requirements.

5.2 An Authorised Release Certificate shall be completed in respect of each aeronautical product
intended for installation in an aircraft.

5.3 No approved Bangladesh organisation, including parts or material distributors or Aircraft

Maintenance Engineers, shall provide any aeronautical product to any other organisation or
individual unless it is accompanied by a valid and approved Authorised Release Certificate.

5.4 No person shall hold in an approved aircraft store, or allowed to be installed or used in a
Bangladesh registered aircraft, an aeronautical product that was not accompanied, upon
receipt, by a valid Authorised Release Certificate or a document otherwise approved by the
Chairman.

5.5 A person(s) referred to in this Order shall not issue an Authorised Release Certificate in
respect of an aeronautical product or material unless:

(a) The Authorised Release Certificate contains a description of the product and its
specifications.

(b) All applicable airworthiness requirements and standards have been satisfied.

(c) In the case of a product or material which has been procured, it is accompanied by
the document specified in the ANO (AW) B.14 or is otherwise approved by the
Chairman.

(d) For an aeronautical product previously fitted to another aircraft, it has been
maintained and/ or inspected in accordance with an approval granted by the
Chairman, and a Certificate of Compliance has been completed as required.

(e) For an aeronautical product previously fitted to another aircraft which was procured
from outside Bangladesh, it was maintained and/ or inspected in accordance with the
airworthiness requirements of the Civil Aviation Authority of the country of export,
and accompanied by a document specified in the ANO (AW) B.14 containing at
least the followings:

(i) Particulars of the product;

(ii) Basic details of the maintenance carried out including detailed reference of
the approved data or design data;
(iii) The date such maintenance was carried out;
(iv) The identity of the person or persons signing the certificate;
(v) Details and approval number of the approved maintenance organisation;
(vi) The identity all modifications and repairs performed and the design data or
documentation used; and
(vii) Certification that the maintenance was performed in accordance with the
requirements of the Chairman or the Civil Aviation Authority of the State of
export.

Issue-1 9 February 2010

 Page 7 ANO B.3A

5.6 A copy of each Authorised Release Certificate issued shall be maintained by the issuing
organisation for at least 2 (two) years from the date of issue.

5.7 The end user of the aeronautical product for which the Authorised Release Certificate was
issued shall maintain a copy of that certificate for at least 2 (two) years following
completion of service life installation of the product.

5.8 On satisfactory accomplishment of the complete maintenance of the component (i.e. signing
of Certificate of Compliance in the Work Card of a component in an approved shop) by the
appropriate persons(s), an Authorised Release Certificate shall be issued as mentioned in the
paragraph 5.9.of this Order.

5.9 Issue of authorised release certificate: An Authorised Release Certificate in respect of an

aircraft component, part and materials may only be issued by the Delegated Appropriate
Person(s) authorised by a CAAB approved maintenance organisation in accordance with the
procedures approved in the MCM/MPM by the Chairman.

5.10 Format of Authorised Release Certificate: An acceptable format of Authorised Release

Certificate is shown at the Appendix-4 of this Order.

Note: On installation of a component on an aircraft, a Maintenance Release shall be required

certifying its proper installation on the aircraft.

6. CERTIFICATE OF FITNESS FOR FLIGHT (CFF)

6.1 Certificate of Fitness for flight of an aircraft is to be issued under the following
circumstances where:

(a) An aircraft is without a valid Certificate of Airworthiness, i.e. C of A the aircraft has
expired; or

(b) A major repair has been accomplished and the person signing a Maintenance
Release or Certificate of Compliance determines that a flight test of the aircraft is
necessary to verify that the maintenance performed on the aircraft is satisfactory, he
shall complete the Certificate of Compliance or Maintenance Release, by adding the
condition "subject to a satisfactory Flight Test" on the aircraft maintenance log and
issuing a CFF.

6.2 No person shall sign a Certificate of Fitness for Flight unless all applicable ground tests and
inspections have been satisfactorily completed.

6.3 A Certificate of Fitness for flight may only be issued by:

(a) The holder of an appropriately endorsed and type rated Aircraft Maintenance
Engineer licence by the Chairman.
(b) Any other person authorised by the Chairman to do so.

6.4 Following a flight test made in accordance with this section, the entry in the appropriate log
book of a satisfactory statement of operation made by one of the following persons, as
applicable, will return the aircraft to service:

(a) The Pilot-in-command.

(b) A qualified Aircraft Maintenance Engineer who participated in the test flight to
make related observations.

Issue-1 9 February 2010

 Page 8 ANO B.3A

(c) An authorised representative of the approved maintenance organisation which

performed the work, and who participated in the test flight to make related
observations.
(d) Any other person authorised by the Chairman.

6.5 Each Certificate of Fitness for Flight shall be issued in 2 (two) copies, the original shall be
carried in the aircraft and the second copy shall be retained at the operators’ facility.

6.6 The period of validity for a Certificate of Fitness for Flight shall not exceed 7 (seven) days
from the date of inspection, and shall be stated on the certificate.

6.7 For each flight test, a separate Certificate of Fitness for flight shall be required and be
issued accordingly.

6.8 Any aircraft operating under the provision of a Certificate of Fitness for flight shall not fly
over any densely populated area except as required by crew members or person(s) carried
for the purpose of making observations.

6.9 An acceptable format for a Certificate for Fitness for Flight is provided at the Appendix-5 to
this order.

7. CERTIFICATION OF MAINTENANCE WORK

7.1 All aircraft maintenance work shall be carried out and certified by type rated licensed
engineer(s) / holder(s) of Inspection Authorisation issued in accordance with the ANO
(AW) C.8.

7.2 An Operator/ AMO may approve following personnel to carryout and certify limited aircraft
maintenance work subject to meeting specified requirements in accordance with the
respective Maintenance Procedures Manual (MPM) or Maintenance Control Manual
(MCM) approved by the Chairman:
(a) Holder of a Licence Without Type Rating (LWTR) in the appropriate category
issued by the Chairman; or
(b) Holder of a valid CPL/ ATPL/Flight Engineer licence on the type aircraft issued by
the Chairman; or
(c) Holder of a valid AME Type Rated licence issued by the Chairman on a similar
type of aircraft (i.e. aircraft having almost similar systems).

8. ACCOMPLISHMENT OF PDI AND DAILY INSPECTION

8.1 Aircraft having - MCTM above 5700 KG.

8.1.1 Pre-Departure Inspection (PDI) or equivalent inspections i.e. Transit/Turn around

inspection without defect rectification, in respect of aircraft with passenger seating
configuration up to 200 (two hundred) seats or with a maximum payload capacity of 15
(fifteen) tons in case of cargo aircraft, may be carried out by appropriate persons having
qualification as stated in the Section 7 of this Order and:
(a) Have successfully completed 10 (ten) days of practical training on relevant
inspections.
(b) Have carried out 7 (seven) transit inspection schedules under the supervision of an
appropriately qualified AME/certification authorisation holder employed by the
approved organisation.
Issue-1 9 February 2010
 Page 9 ANO B.3A

(c) Have successfully passed a skill test conducted by the Board consisting of the
following members:
(i) Head of Quality of the Organisation; and
(ii) A representative from AELD.
8.1.2 Pre-Departure Inspection (PDI) or equivalent inspections i.e. Transit/Turn around
inspection of an aircraft with passenger seating configuration exceeding 200 (two hundred)
seats or exceeding payload capacity of 15 (fifteen) tons in case of cargo aircraft shall
require certification by type rated AME(s) / holder(s) of Inspection Authorisation issued in
accordance with the ANO (AW) C.8.

8.2 Aircraft having - MCTM 5700 KG and less.

8.2.1 Pre-Departure Inspection (PDI) or equivalent inspections i.e. Transit/Turn around and Daily
Inspection/Overnight/Layover/ equivalent inspection without defect rectification may be
carried out by the qualified persons as mentioned in the Section 7 of this Order and:
(a) Have successfully completed 10 (ten) days of class room and practical training on
relevant inspections.
(b) Have carried out 7 (seven) transit inspection and Lay over inspection schedules under
the supervision of a type rated AME employed by the approved organisation.
(c) Have successfully passed a skill test conducted by the Board consisting of the
following members:

(i) Head of Quality/Maintenance of the Organisation; and

(ii) A representative from AELD.

8.3 The contents of classroom and practical training mentioned in this Section shall be
approved by the AELD.

9. DOCUMENTATION PROCEDURES FOR MAINTENANCE - AIRCRAFT AND

COMPONENTS

9.1 All Scheduled or Un-Scheduled maintenance of aircraft shall be accomplished through

Work Order, which must be issued at the appropriate time, to ensure accomplishment of the
maintenance within the time limit approved by the Chairman through AMS, AMP, MEL or
other applicable documents.

9.2 An entry mentioning the title of due maintenance (check) and the Work Order number shall
be made in the Aircraft Maintenance Log (AML) book and on satisfactory accomplishment
of the maintenance, an appropriate certification shall be made by the Delegated Appropriate
Person as per procedures stated in the MCM/MPM of an Operator or an AMO.

9.3 Similarly, maintenance of component shall be accomplished through issue of Work Order
and appropriate records shall be maintained in the related shop(s).

9.4 While carrying out inspection as per the applicable Routine Task Cards, each task should be
signed off simultaneously by appropriately licensed AMEs or “Delegated Appropriate
Person” as the job progresses at each stage of inspection during maintenance, repair or
overhaul and on satisfactory completion of all maintenance, a Certificate of Compliance
shall be issued. An example of Routine Task Card is provided in the Appendix-6.

Issue-1 9 February 2010

 APPENDIX-1
ANO B.3A

CERTIFICATE OF COMPLIANCE

I/ We hereby certify that the work recorded above has been carried out in accordance
with the approved manuals and procedures, and with the requirement of the Chairman,
CAAB.

Signature
AME/ Authorisation No.
Place

Date

Issue-1 Page 1 of 1 9 February 2010

 APPENDIX-2
ANO B.3A

MAINTENANCE RELEASE

AFTER SPECIFIED SCHEDULED MAINTENANCE

(Name of the Approved Maintenance Organisation)

(AMO Approval No. )

Aircraft Type & Model: Nationality & Registration Marks:

has been maintained in accordance with the approved Maintenance Schedule/Programme.

As per the Work Order No. dated ,Check has been
satisfactorily accomplished on at Total Aircraft Time (TAT) at
the maintenance base located in .

It is certified that the work specified above has been carried out in accordance with applicable
approved maintenance data and that the aircraft is considered airworthy for release to service and is
in a condition for safe operation. The Maintenance Release is issued as per the rule 201 of the Civil
Aviation Rules, 1984 and the ANO (AW) B.3A.

This Maintenance Release is valid for days up to (date) or flight

hours, whichever is earlier from the date/time of issue of the Maintenance Release except as
provided under appropriate rules of the CARs 1984.

Next issue of Maintenance Release is due on (date) or TAT whichever

comes first.

_________________________________ ___________________________________
Signature of the AME/Certifying Staff: Signature of the AME/Certifying Staff:
(Airframe and Engine Category) (Avionics Category)

Name of the AME/Certifying Staff: Name of the AME/Certifying Staff:

AME Licence/Authorisation No.: AME Licence/Authorisation No.:

Location (place) where the work has been Location (place) where the work has been
performed: performed:

Issue-1 Page 1 of 1 9 February 2010

 APPENDIX-3
ANO B.3A

EXAMPLE OF MAINTENANCE RELEASE

AIRCRAFT AFTER LOWER SCHEDULED MAINTENANCE AND DEFECT RECTIFICATION
XYZ AIRLINES AIRCRAFT REGN. MARKS: AML PAGE NO.
MAINTENANCE LOG A/C TYPE:
Flight Date: From: To: Captain: First Officer:
No.
ECTM: OAT (ºC): IAS (Kts): ALT (Ft): Bleed Air: Anti Ice:
ON/OFF ON/OFF
Torque (%) NP ITT NH NL WF (Lbs/Hrs) Oil Temperature Oil Pressure
(RPM) (ºC) (%) (%) (ºC) (PSI)
Engine
#1
Engine
#2
Entry Flight Defects or Maintenance Corrective Actions FLIGHT DATA Time (LT)
No. Entry (Applicable Part No., Sl. No., GRN & NRC No. to be Airport Hrs. Min
(NIL to be mentioned incase of mentioned) Arrival:
no defect)
“100 FH” Check is to be “100 FH” Check satisfactorily P/N OFF Departure:
accomplished as per the accomplished as per the Work S/N OFF Sector Air Borne Time
1 Work Order # 31/2009 Order. P/N ON (Take off to Landing)

Dated 17 December 2009 S/N ON Aircraft Time

GRN (Brought Forward)
NRC No. Grand Total AC Time
MAINTENANCE RELEASE: It is certified that the work specified above has been carried out in No. of Landing (This Sector)
accordance with applicable approved maintenance data, the aircraft is considered airworthy for
release to service and is in a condition for safe operation. The Maintenance Release is issued as per
the ANO (AW) B.3A and the rule 201 of the Civil Aviation Rules, 1984.

Signature : AME# 431 18 Dec 2009 Total Landings

(Brought Forward)
Captain / AME
AME-321 17/12/09 Signature AUTH. No. Date Grand Total Landings
AUTH. NO. Date
P/N OFF

2 (if
S/N OFF
P/N ON
needed
use next S/N ON
page) GRN
NRC No.
MAINTENANCE RELEASE: MAINTENANCE RELEASE: It is certified that the work CAPTAIN'S ACCEPTANCE OF
specified above has been carried out in accordance with applicable approved maintenance data, the
aircraft is considered airworthy for release to service and is in a condition for safe operation. The
THE AIRCRAFT FOR THE
Maintenance Release is issued as per the ANO (AW) B.3A and the rule 201 of the Civil Aviation FLIGHT
Rules, 1984.
Signature:
Captain / AME)

AUTH. NO. Date Signature AUTH. No. Date Signature ATPL No. Time
Engine Oil (Qtrs.) APU Oil (Qtrs.) Posn Arrival Uplift Total Fuel up lift from bowser (Ltrs)
Engine # 1 Engine # 2
No. 1
Uplift Tank Qty. Delivered
Uplift

No. 2
Total Total Tank Voucher No.

Total

CERTIFICATE OF COMPLIANCE I hereby certify that PDI / DAILY INSPECTION has been carried out in accordance
FOR with the current inspection card, approved procedures and the requirements of the
PRE-DEPARTURE INSPECTION / DAILY INSPECTION Chairman, CAAB.
(cross out the non-applicable)
Signature (AME): AUTH. No.: Date: Time:

Issue-1 Page 1 of 1 09 February 2010

 APPENDIX-4
ANO B.3A

CA FORM -1

1. CIVIL AVIATION AUTHORITY OF BANGLADESH

Airworthiness & Engineering Licensing Division

2. AUTHORISED RELEASE CERTIFICATE

3. Form Tracking Number

4. Approved Organization Name and Address: 5. Work Order/Contract/

Invoice

6. Item 7. Description 8. Part No 9. Eligibility* 10. Qty 11. Serial/Batch No 12. Status/Work

13. Remarks

14. Certifies that the items identified above were manufactured 19  ANO 145.A.50 Release  Other regulation
in conformity with: to Service specified in block 13

 approved design data and are in condition for safe operation Certifies that unless otherwise specified in block 13, the
work identified in block 12 and described in block 13, was
 non approved design data specified in block 13 accomplished in accordance with the ANO B. 3A/Part 145
of the rule 201 of the CARs 1984 and in respect to that
work the items are considered airworthy for release to
service
15. Authorised Signature 16.Approval/Authorisation Number 20.Authorised Signature 21 .Certificate/ Approval Ref No.

17. Name 18. Date (d/m/y) 22. Name 23.Date (d/m/y)

CA FORM 1- ISSUE 1 * Installer must cross-check eligibility with applicable technical data.

Issue-1 Page 1 of 2 09 February 2010

 APPENDIX-4
ANO B.3A

A U T HOR I SE D RE LE A S E C E R T IF IC A TE
CA Form 1

USER /INSTALLER RESPONSIBILITIES

Note:

1. It is important to understand that the existence of the Document alone does not automatically
constitute authority to install the part/component/assembly.

2. Where the user/installer works in accordance with the national regulations of an Airworthiness
Authority different from the Airworthiness Authority specified in block 1, it is essential that
the user/installer ensures that his/her Airworthiness Authority accepts parts/ components/
assemblies from the Airworthiness Authority specified in block 1.

3. Statements 14 and 19 do not constitute installation certification. In all cases the aircraft
maintenance record must contain an installation certification issued in accordance with the
regulations by user/installer before the aircraft may be flown.

Issue-1 Page 2 of 2 09 February 2010

 APPENDIX-5
ANO B.3A

CERTIFICATE OF FITNESS FOR FLIGHT

Aircraft Type & Model ……………………………………………….................................

Manufacturer ......................................................................................................................................

Serial Number ............................................................................................................................... ....

Nationality & Registration Marks ……………………………………………………..........

I/ We hereby certify that the above mentioned aircraft has been inspected and having
regard to minimum standards of airworthiness prescribed in CAR, 1984, is fit for flight
for the purpose of test flight, provided it is properly loaded. This Certificate is valid
until__________________ (date) or till the airworthiness condition of the aircraft is
altered, whichever is earlier.

Category AME Licence No. Signature Date

"A" (Airframes)

"C" (Engines)

"E" (Electrical)

"I" (Instrument)

"R" (Radio)

Issue-1 Page 1 of 1 09 February 2010

 APPENDIX-6
ANO B.3A

EXAMPLE OF ROUTINE TASK CARD

GO FAST AIRWAYS

Aircraft Type: B737 Task Card No. 27-XX-XX-XX

Issue No. 1
AMP Ref : GFA/AMP/B737/668
Date : 26 April 2009

Aircraft Registration : S2-XYZ

ATA System : 27
27 Flight controls
Information on Non-Routine Card (NRC) raised :  Yes  No

NRC No.: XX/XXXXX

Information on Supplementary Work Sheet (SWS)  Yes  No
raised :
SWS No.: XX/XXXXX
ATA Sub-System: Flap synchronizing system Mechanic Appropriate
Person (I.A)
(a) Check that the cable tensions are correct (mm-27-50-02) Golam Signature and
Rahman stamp
(b) With the flaps selected up, disconnect the operating link Golam Signature and
from one transmitter gearbox only Rahman stamp
(c) Pressurize the hydraulic system and select flaps down Golam Signature and
Rahman stamp
(d) Make sure that the flaps start to move and then the Golam Signature and
system cuts out Rahman stamp
(e) Depressurize the hydraulic system and connect the flap
position transmitter operating link
(f) Pressurize the hydraulic system and make sure that the
flaps operate correctly

CERTIFICATE OF COMPLIANCE:

I/ We hereby certify that the work recorded above has been carried out in accordance
with the approved manuals and procedures, and with the requirement of the Chair man,
CAAB.
Signature
AME/ Authorisation No.
Place
Date

Issue-1 Page 1 of 1 09 February 2010

 APPENDIX-7
ANO B.3A

NON-ROUTINE WORK CARD

(Example -1, NRC raised due to the defect found during inspection task)

GO FAST AIRWAYS
NRC No. :XX/XXXX NRC raised by: Signature Cross reference to the Routine
Date: 26 April 2009 and Stamp Card No.:
Aircraft Registration Aircraft Type Scheduled Check No.

Un-Scheduled Check:
INFORMATION ON INSTALLED SERIALISED PARTS
(if applicable, must be filled up by the certifying Appropriate Person
Part name: Part number:
Serial number OFF: Serial number ON:
Goods Receipt Number (GRN) of the installed (ON) part:

Description of the defect Action Taken Mechanic Appropriate

Person (I.A)
Hydraulic leaks from UP line
connection of the Synchronizing
valve to be investigated and
rectified.

Information on Supplementary Work Sheet (SWS) raised  Yes  No

(if any) :
SWS No.: XX/XXXXX
CERTIFICATE OF COMPLIANCE:
I/ We hereby certify that the work recorded above has been carried out in accordance with
the approved manuals and procedures, and with the requirement of the Chairman, CAAB.
Signature
AME/ Authorisation No.
Place
Date

INFORMATION ON ALL INSTALLED/REQUIRED PARTS AND MATERIALS

Part’s Name Part Number Qty. Remarks/GRN
(as applicable)

Issue-1 Page 1 of 2 09 February 2010

 APPENDIX-7
ANO B.3A

NON-ROUTINE WORK CARD

(Example -2, NRC raised due to unaccomplished task and fore warning of unsafe situation)

GO FAST AIRWAYS
NRC No. :XX/XXXX NRC raised by: Signature Cross reference to the Routine
Date: 26 April 2009 and Stamp Card No.:
Aircraft Registration Aircraft Type Scheduled Check No.

Un-Scheduled Check:
INFORMATION ON INSTALLED SERIALISED PARTS
(if required, must be filled up by the certifying Appropriate Person
Parts name: Parts number:
Serial number OFF: Serial number ON:
Goods Receipt Number (GRN) of the installed (ON) part:
Description of the defect Action taken Mechanic Appropriate
Person (I.A)
Work steps mentioned in the
card completed fully up to the
stage (d). Hydraulic system
depressurized but the transmitter
operating link is not
reconnected. Operation link to
be reconnected prior to
performing the stage (f).
Information on Supplementary Work Sheet (SWS) raised  Yes  No
(if any) :
SWS No.: XX/XXXXX
CERTIFICATE OF COMPLIANCE:
I/ We hereby certify that the work recorded above has been carried out in accordance with
the approved manuals and procedures, and with the requirement of the Chairman, CAAB.
Signature
AME/ Authorisation No.
Place
Date

INFORMATION ON ALL INSTALLED/REQUIRED PARTS AND MATERIALS

Part’s Name Part Number Qty. Remarks/GRN
(as applicable)

Issue-1 Page 2 of 2 09 February 2010

 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B - MAINTENANCE DIRECTIONS

CHAPTER B.4 MAINTENANCE LOG BOOKS AND RELATED RECORDS

SECTIONS TITLE
1. GENERAL
2. DEFINITIONS
3. REQUIREMENTS
4. RELATED RECORDS
5. ALTERNATIVE LOG BOOKS
6. FOREIGN LOG BOOKS
7. RECORDING TIMES
8. LOG BOOKS ENTRIES
9. AIRCRAFT MAINTENANCE LOGS

1. GENERAL
1.1 This Order details the requirements and procedures for maintaining log books, the types of
log books and records that shall or may be maintained and the approved methods for
recording times.

2. DEFINITIONS
2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2, 183 and
234 of the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not
given under the Rules, the under mentioned definitions shall apply:
(a) “Aeroplane” means a power-driven heavier-than-air aircraft, deriving its lift in
flight chiefly from aerodynamic reactions on surfaces which remain fixed under
given conditions of flight.
(b) “Aircraft” means any machine that can derive support in the atmosphere from
the reactions of the air other than the reactions of the air against the earth’s
surface.
(c) “Authorsied Person” means the Authorised Signatory as mentioned in the
MCM/MPM of a Maintenance Organisation approved by the Chairman.
(d) “Flight time” means, the total time (chock-off to chock-on) from the moment an
aeroplane first moves for the purpose of taking off until the moment it finally
comes to rest at the end of the flight.

Note : Flight time as defined here is synonymous with the term “block to block” time or
“chock to chock” time in general usage which is measured from the time an aeroplane
first moves for the purpose of taking off until it finally stops at the end of the flight.

Issue 2 17 November 2009

 Page 2 ANO B.4

(e) “Operating time” means hours of operation to determine overhaul or maintenance

periods for the airframe, engines, propellers and finite life components of an
Aeroplane, which shall include the total operating time between take - off and
landing.

3. REQUIREMENTS
3.1 Each Owner/Operator of a Bangladesh registered aircraft shall be responsible for
maintaining and preserving, or causing to be maintained and preserved, the following
records required under this Order in respect of that aircraft:
(a) The total operating time in service (hours, calendar time and cycles, as appropriate)
of the aeroplane and all life limited components.
(b) The current status of compliance with all mandatory continuing airworthiness
information.
(c) Appropriate details of modifications and repairs.

(d) The time in service (hours, calendar time and cycles, as appropriate) since the last
overhaul of the aeroplane or its components subject to a mandatory overhaul life.
(e) The aircraft’s current status of compliance with the maintenance programme.
(f) The detailed maintenance records to show that all requirements for the signing of a
maintenance release have been met.

3.2 The records mentioned above in the paragraph 3.1 of this Order shall be kept for a
minimum period of 2 (two) years from the date of permanent withdrawal of the unit from
service.

3.3 An aircraft, engine or propeller log book shall be preserved during the life of the aircraft,
engine or propeller to which it relates, and for a period of 2 (two) years thereafter.

3.4 Where the Certificate of Compliance is issued in respect of a minor inspection such as a
daily, pre-flight, transit or overnight inspection, it shall be retained by the operator for at
least 6 (six) months.

3.5 The following technical log books shall be maintained in respect of all Bangladesh
registered aircrafts and aircraft components intended for installation on such aircraft:
(a) For every aircraft: an aircraft log book.
(b) For every engine and APU: an engine/ APU log book.

(c) For every variable pitch propeller: a propeller log book.

3.6 Unless otherwise approved or prescribed, log books shall be maintained in accordance with
the instructions contained in CAAB approved log books, and in such a manner as to provide
an accurate and complete history of the aircraft, engine, or propeller to which they relate.

3.7 Entries shall be made as soon as practicable after the occurrence to which they relate, but in
no case more than 7 (seven) days after the expiration of the maintenance release in force in
respect of the aircraft at the time of the occurrence.

3.8 Each entry shall be legible, signed and dated by the person making it. Signature shall be
hand written in ink, but the entry data in the Log book may be typed.
Issue 2 17 November 2009
 Page 3 ANO B.4

3.9 Where an aircraft or aircraft component log book is carried on board the aircraft, a duplicate
log book shall be maintained in a safe location on the ground.

3.10 The last entry shall state the reason for closing the log book and shall not be made until the
aircraft, engine or propeller to which it relates had either been destroyed and reduced to
spares and will not be rebuilt or has been permanently withdrawn from service.

3.11 All log books and records relating to a particular aircraft, engine or propeller shall be handed
over to the new owner on change of ownership.

3.12 In the event of a temporary change of operator, the records shall be made available to the
new operator.

3.13 In the event of any permanent change of operator, the records shall be transferred to the
new operator.

3.14 The following approved log books are available for purchase from the CAAB:
(a) Aircraft log book.
(b) Modification record log book.
(c) Propeller log book.
(d) Engine log book.

4. RELATED RECORDS
4.1 Where the details of maintenance performed are so voluminous as to render it
inconvenient to enter them in the log book, those details may be entered in a separate
maintenance record, which shall be numbered for identification purposes and certified in
the manner required for the relevant entry in the log book.

4.2 Each such maintenance record shall be retained in safe custody, and shall be readily
accessible on occasions when it is required.

4.3 The identification number of any such record, along with brief details of the maintenance
to which it relates and its storage location, may be in the form of a computer printout, in
which case the identification and location of the printout shall be inserted in the log book.

4.4 Maintenance performed on removed equipment shall be recorded in a suitable document

associated with the equipment as mentioned in the approved MPM/MCM of the
Owner/Operator.

4.5 Where a document provided for in paragraph 4.3 or 4.4 of this Order is used, it shall be
identified in the appropriate log book and retained as part of the maintenance record.

4.6 Where a zero time or part time lifed component is fitted to an aircraft, engine or propeller,
a recording system shall be maintained to indicate the hour, date or cycle at which the
component is required to be removed, and the recording system used shall be capable of
providing advance notice of that hour, date or cycle.

5. ALTERNATIVE LOG BOOKS

5.1 The Chairman may approve any other log books other than the approved log books
specified in paragraph 3.13 of this Order, such as manufacturers log books, provided the
method of recording and certification is equivalent or better.
Issue 2 17 November 2009
 Page 4 ANO B.4

5.2 Aircraft owners who wish to use alternative pattern of log books shall apply in writing to
the Chairman, and if approved, those log books shall be used until a further change is
approved.

6. FOREIGN LOG BOOKS

6.1 Except as required in paragraph 6.2 of this Order, or unless otherwise approved, foreign
log books shall not be used for recording flight times and maintenance data of aircraft
components, and entries shall not be made in a foreign log book after the aircraft has
become a Bangladesh registered aircraft.

6.2 A foreign log book which is replaced by a Bangladesh log book shall be closed by an entry
stating that it is so replaced, and shall be signed and dated by an appropriate person or an
authorised person.

6.3 The total times entered in a foreign log book shall be transcribed to the replacement
Bangladesh log book, and any embodied modifications recorded in the foreign log book
shall be transcribed to the modification record of the Bangladesh log book.

6.4 The initial entry in the Bangladesh log book shall certify that the transfers prescribed in 6.3
of this Order have been made.

6.5 Foreign log books which have been closed are deemed to be Bangladesh log books in that
they shall be preserved in accordance with paragraphs 3.3 of this Order.

7. RECORDING TIMES
7.1 Times used in calculating the hours of operation to determine overhaul or maintenance
periods for the airframe, engines, propellers and finite life components shall include the
total “operating time” between take-off and landing. However, an Owner/Operator may
use the “flight time” to determine overhaul or maintenance periods for the airframe,
engines, propellers and finite life components. But the Owner/Operator shall have to
mention in the MCM the “Times” that he proposes to use.

7.2 Times recorded in accordance with paragraph 7.1 of this Order shall be computed by
totaling the time in hours and minutes, or hours and decimal increments of an hour, to the
nearest whole increment of a minute.

7.3 Where times are recorded in hours and decimal increments of an hour, the appropriate
columns on each log book page shall be clearly annotated to indicate that this is the case.

7.4 Where times are recorded in hours and minutes, the minutes shall be reduced to not more
than five minute increments, and where they are recorded in hours and decimal increments
of an hour, each decimal unit shall be six minutes.

7.5 A separate engine log book shall be maintained for each airborne auxiliary power unit
(APU), and except as provided in paragraph 7.6 of this Order, the actual operating times
and cycles of APU shall be recorded in that log book.

7.6 The Chairman may, in lieu of recording the actual APU operating times, approve a system
of calculating APU hours based on a percentage of the aircraft operational hours.

7.7 Time since overhaul (TSO) shall not be reverted to zero unless the aircraft, engine or
propeller has been overhauled to manufacturers new specifications.

Issue 2 17 November 2009

 Page 5 ANO B.4

7.8 Time since new (TSN) shall continue to be recorded and summed even after TSO is reverted
to zero time.

8. LOG BOOK ENTRIES

8.1 Unless otherwise prescribed or approved, particulars of all maintenance performed shall be
entered in the aircraft, engine or propeller log book, as appropriate, and certified in
accordance with the requirements of the Civil Aviation Rules, 1984, and the following
shall apply:
(a) Brief particulars of the Scheduled Maintenance Check or Un-Scheduled
Maintenance performed along with the Work Order reference number shall be
mentioned in the respective (i) Aircraft, (ii) Engine, (iii) Propeller and (iv) APU log
books and the detailed Task Cards along with the Certificate of Compliance shall
be maintained separately.
(b) Each entry shall identify the location (place) at where the maintenance was
performed, and where detailed records of the work may be inspected.
(c) Identification of the maintenance schedule or maintenance manual used for any
inspection shall be stated in the log book entry.
(d) When a component is removed from or installed in an aircraft, engine, propeller or
aircraft radio station, the entry in the relevant log book shall state the reason for the
action and detail necessary data including nomenclature of the item, type, model
and serial numbers, and identification of Authorsied Release Certificate/Release
Note.
(e) For embodiment of modifications and compliance with Airworthiness Directives
(ADs), appropriate entry shall be entered and certified in the Modification Record
log book of the aircraft, engine and propeller as appropriate.

8.2 Unless otherwise prescribed or approved, entries shall be made and certified by the
concerned AMEs or appropriate persons in the Aircraft log book in respect of the
followings:
(a) All scheduled and unscheduled inspection and maintenance performed on the
aircraft quoting the Work Order number.
(b) Each major Component, Part and Radio and Radar equipment removed, changed or
installed.
(c) Issue of Certificate of Airworthiness and each renewal.
(d) Each compass swing including record of deviation.
(e) On each occasion the aircraft is weighed, by insertion of the weight and balance
report.
(f) Defects or damage of a kind affecting airworthiness.
(g) Compliance with Airworthiness Directives.
(h) Any other applicable technical data.

8.3 Unless otherwise prescribed or approved, entries shall be made and certified in the Engine
log book in respect of the followings:

Issue 2 17 November 2009

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Civil Aviation Authority of Bangladesh

Gazette
Dhaka, 09 Aswin, 1424/24 September, 2017
No. CAAB/101/1-8/FSR/ANO-08-16/2017-337In exercise of the
power conferred by Section 47, read with Section 14, of the Civil Aviation
Act, 2017 (Act No. 18 of 2017), hereinafter referred as the ‘Act’, the
Chairman of the Civil Aviation Authority of Bangladesh is pleased to
issue the following Air Navigation Order (ANO).
2. It shall come into force immediately.

Air Vice Marshal M Naim Hassan

BBP, OSP, afwc, psc
Chairman
Civil Aviation Authority of Bangladesh

(10121)
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10122 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017

1. Short Title and Commencement

1.1 This Air Navigation Order (ANO) may be called the ANO on
Mandatory Reporting and Investigation of Defects and Failures,
2017, and referred herein as the “ANO-08-16”. This ANO shall
be effective immediately upon being published in the official
Gazette.
2. Definitions
2.1 Following terms, when used in this ANO, have the meanings
assigned to them. Any term used hereunder but not defined,
shall have the same meaning as given in Civil Aviation
Authority Act, 2017, Civil Aviation Act, 2017, Civil Aviation
Rules, 1984 and relevant Annexes of the ICAO. Where a
particular definition is not given under the Rule, the under
mentioned definition shall apply:
(a) "Reportable defect" means any defect, faults, malfunctions or
other occurrences on an aircraft whether on the ground or in
flight, which may:
i. endanger the safety of the aircraft or its occupants;
ii. cause the aircraft to become a danger to persons or property;
and
iii. be classified by the Chairman as a reportable defect.
3. General
3.1 Pursuant to Rule-207, 207A, 208 & 209 of CAR-84 may require
reports regarding the airworthiness condition of an aircraft to be
made to him.
3.2 This ANO prescribes the requirements for reporting the
occurrence or detection of defects, failures or malfunctions in an
aircraft, its components or equipment, which could jeopardize
the safe operation of an aircraft or cause it to become a danger to
persons or property.
4. Reporting Responsibility and Requirements
4.1 As mentioned in this Order, the operator, owner and
maintenance organization of an aircraft over 5700kg and
helicopters over 3175kg maximum certificated take-off mass
 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017 10123

shall ensure compliance with the requirements of this order

regarding any reportable defect, which is notified to him or of
which he otherwise becomes aware. The procedures and the
official responsible for complying with this order must be
mentioned in the Maintenance Control Manual/Maintenance
Organization Exposition (MOE)/Maintenance Control and
Procedure Manual (MCPM) as appropriate.
4.2 Organization(s) performing maintenance on aircraft or aircraft
components shall report to the aircraft owner and operator of
any defect that is determined to be reportable defect in
accordance with this order.
4.3 Aircraft Operator(s), Owner(s) and Maintenance
Organization(s) shall maintain reports and statistical summaries
of defects in accordance with procedures specified in the
company’s approved Maintenance Control Manual/
Maintenance Organization Exposition (MOE)/Maintenance
Control and Procedure Manual (MCPM) as appropriate. The
procedures must mention the official responsible for complying
with this order.
4.4 Reports shall, as applicable, be submitted by:
4.4.1 The holder of an Air Operator Certificate, or the owner
or operator of the aircraft, following the occurrence to
their aircraft of a potentially hazardous defect, failure or
malfunction detected during maintenance or other work
on an aircraft.
4.4.2 Approved persons or organizations who during
maintenance or other work become aware of serious or
hazardous defects, failures or malfunctions on aircraft or
aircraft components.
4.4.3 The holder of an Air Operator Certificate in the form
of a periodical summary of technical delays, systems
defects, failures or malfunctions, component premature
removals, and investigations made by the holder into
important technical problems.
4.4.4 The operator/owner of the aircraft to the organization
responsible for the design of the modification as well as
Chairman, CAAB when a continuing airworthiness
safety issue is associated with a modification.
10124 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017

4.4.5 The Chairman shall inform the airworthiness regulatory

authority of the State of Design/Manufacturer regarding
faults, malfunctions or defects that might cause adverse
effects on the continuing airworthiness of the aircraft.
4.5 Reports shall, as applicable, be submitted to:
4.5.1 The Chairman, CAAB;
4.5.2 Type Certificate holder of each aircraft operated and/or
maintained by the operator;
4.5.3 Organization responsible for the design of the
modification (if applicable); and
4.5.4 Any other organization as may be applicable.
5. Reportable Occurrence
5.1 Potentially hazardous occurrences referred to in Paragraph
3(a) are defects, failures or malfunctions of aircraft,
components or equipment that result in :
5.1.1 Fire or operation of fire or smoke warning systems.
5.1.2 Significant leakage of fuel, oil or other fluid.
5.1.3 Smoke, vapour, toxic or noxious fumes inside the
aircraft.
5.1.4 Malfunction, stiffness, slackness or reduced range of
movement of any controls.
5.1.5 Incorrect assembly of components, causing possible
malfunction.
5.1.6 Engine malfunction resulting in partial loss of power,
engine shutdown.
5.1.7 Failure or malfunction of the thrust reverser system.
5.1.8 Failure of a propeller feathering system to shut down
an engine or to control thrust.
5.1.9 Use of incorrect fuel, oil or other fluid.
5.1.10 Fuel system malfunction affecting fuel supply,
distribution and jettison.
5.1.11 Fuel spillage on ground.
 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017 10125

5.1.12 Significant failure or malfunction of electrical,

instrument, hydraulic, pneumatic, flight control,
pressurization or ice protection systems or of the
radio and navigation equipment.
5.1.13 On a multi-engine rotorcraft, loss of drive of one
engine.
5.1.14 Operation of any rotorcraft transmission condition-
warning system.
5.1.15 Failure of any required emergency equipment to
operate or inadvertent operation that causes a
hazardous situation.
5.1.16 Failure of aircraft primary structure.
5.1.17 Cracks, permanent deformation or corrosion of
aircraft structure or major aircraft components that
exceed specified limits, defects found as the result of
a mandatory inspection.
5.1.18 Structural damage resulting from any cause which
requires any permanent or temporary repair before
the aircraft can fly.
5.1.19 Failure or malfunction of ground equipment used for
testing/checking aircraft systems or equipment.
5.1.20 Any other occurrence that has jeopardized or may
endanger the safe operation of an aircraft, or cause a
danger to persons or property.
6. Timely Reporting of Occurrence
6.1 Defects, failures or malfunctions shall be reported to the
CAAB in accordance with the following:
6.1.1 Potentially hazardous occurrences specified in this
order, within 72 hours of the occurrence or its detection
or such other period acceptable to the CAAB.
6.1.2 Statistical summaries of defects, failures, malfunctions
and premature removals of components and equipment,
within a period acceptable to the CAAB.
10126 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017

7. Continuing Airworthiness Information-Monitoring, Assessment

and Reporting of Maintenance and Operational Experience with
Respect to Airworthiness
7.1 The operator of an aircraft over 5700kg and helicopters over
3175kg maximum certificated take-off mass shall:
7.1.1 Monitor and assess maintenance and operational
experience with respect to continuing airworthiness; and
7.1.2 Forward report/information to the manufacturer and the
Chairman on faults, malfunctions, defects and other
occurrences that cause or might cause adverse effects on
continuing airworthiness of the aircraft.
7.2 In cases where performance of maintenance is either partially or
wholly assigned by the operator to a maintenance organization,
the assigned maintenance organization should report all
maintenance action taken and all discrepancies found to the
operator of the aircraft. The operator shall be responsible to
monitor and assess both maintenance and operational experience
and any mutual relationship. The operator must have the
expertise to fulfill this task or make contractual arrangements to
obtain this expertise.
7.3 The operator should report to the maintenance organization all
known discrepancies and adverse operational experience
relevant to the work contracted, thus enabling the contracted
maintenance organization to correct any possible technical cause
of an operational problem.

8. Reporting Format
8.1 The reports shall be provided in a CAAB prescribed format
(CA-31), except that initial report made in accordance with
paragraph 5(a) may be telephoned to the Airworthiness/Flight
Operations Division, Civil Aviation Authority of Bangladesh
provided a written report is submitted within 72 hours. Reports
shall include as much of the following data that is available at
the time:
8.1.1 Aircraft type and registration marks.
 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017 10127

8.1.2 Name of the operator or owner.

8.1.3 The date and the maintenance being performed when
the defect, failure or malfunction occurred or was
detected.
8.1.4 Any precautionary or emergency procedures used.
8.1.5 A description of the defect, failure or malfunction.
8.1.6 The identification of the component, equipment or
system involved, including the make, serial number and
part number(s) of the major component(s) involved.
8.1.7 The total time in service since new and/or overhaul and
the time in service since the last maintenance on the
items involved.
8.1.8 The apparent cause of the occurrence.
8.1.9 The action taken to rectify the defect, failure or
malfunction and any action to preclude its recurrence.
8.1.10 Whether the aircraft was grounded.
8.1.11 Other pertinent information necessary for more
complete identification, seriousness of the defect etc.,
corrective action taken etc.
8.2 Reports shall not be withheld because all the required
information is not available.
8.3 When all the pertinent data is not available or the cause of the
occurrence cannot be determined without further investigation a
supplementary report shall be submitted detailing the missing
data and any additional information that becomes available since
the initial report such as:
8.3.1 The total number of flights since new if a primary
structural component is affected.
8.3.2 Details of damage which indicates the pattern of
sequence of failure.
8.3.3 A brief summary of any pertinent data that could assist in
identification or determination of the seriousness,
cause, associated effects of the occurrence.
10128 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017

9. Occurrence Investigation
9.1 Aircraft Operator(s), Owner(s) and Maintenance Organization(s)
shall ensure that each reportable defect is promptly and fully
investigated to determine its cause, and that all necessary action
is taken to prevent a recurrence.
9.2 Aircraft Operator(s), Owner(s) and Maintenance Organization(s)
shall conduct, or cause to be conducted, any work relating to
more detailed investigation of the cause and rectification of a
reportable defect as the Chairman may require.
9.3 Defective aircraft, components and equipment which are the
subject of a report may be required to be available for
investigation by the CAAB. Any such components or
equipment removed from an aircraft shall not be dispatched
from Bangladesh, nor have any work commenced on them if it
would impede any investigation without the prior approval from
the CAAB.
9.4 Where a defective part is urgently required by the Aircraft
Operator(s) or Owner(s) or Maintenance Organization(s), an
application for its earliest release may be made to the Chairman.

10. Periodical Defect Summary

10.1 Except the defects mentioned under sections 3 and 4 of this
order, other defects which do not warrant immediate notification
to the Type Certificate holder, should be published as quarterly
defect summary and in reliability report. The procedures must be
mentioned in the Maintenance Control Manual/Maintenance
Organization Exposition (MOE)/Maintenance Control and
Procedure Manual (MCPM) as appropriate.
 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017 10129

CIVIL AVIATION AUTHORITY OF BANGLADESH

Airworthiness & Engineering Licensing Division
MANDATORY DEFECT/OCCURRENCE REPORT
Name of the owner/ Aircraft Nationality & Occurrence Type
operator Registration Marks Date Certificate/STC
holder informed
Date (Ref. ANO B.5)
Submitted Yes No
Aircraft Make Model Serial No. Location:
Description of the Defect:
Powerplant
Propeller
System/Components/Parts
Nomenclature Make Model Serial No
Rectification:

Specific parts of the component causing trouble/

defect
Nomenclature Part Part/Defect Location
No.

ATA Code TSN TSO Condition

(Hrs./ (Hrs./
Ldg.) Ldg.)

Phase of occurrence: Ramp Taxi Take-off Climb

Cruse Descent Landing

Or defect Pilot Reported Maintenance Discovered Ground Incident

10130 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017

Recommendation for preventing recurrence:

Additional comments (if any):

Signature, Name of the submitter:

 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017 10131

FOR USE OF CIVIL AVIATION AUTHORITY

A. Reviewed by: ………………….……….. Date of review: ……………………....

B. ATA Code: System/Chapter System/Chapter Subject/Unit

C. Defect in brief (not more than 10 words): …………………………………......

…………………………………………………………………………………….

…………………………………………………………………………………….

D. Entry in defect data bank by and date: ………………………………………..

E. Further information required: Yes No

F. Action if any: AMS amendment COSL amendment

No further action The item is still open

Closed

G. Remarks by Deputy Director, AELD: ………………………………………...

……………………………………………………………………………………

H. Signature and Date: …………………………………………………………...

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†ZRMuvI, XvKv KZ…©K cÖKvwkZ| website: www.bgpress.gov.bd
 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B - MAINTENANCE DIRECTIONS

CHAPTER B.6 AIRCRAFT WEIGHT AND BALANCE CONTROL

SECTIONS

1. GENERAL 5. CHANGE IN EMPTY WEIGHT CONDITION

2. DEFINITIONS 6. CERTIFICATION
3. WEIGHING STANDARDS 7. WEIGHING AND LOADING OF PASSENGERS
4. WEIGHING PERIODS AND CARGO

1. GENERAL

1.1 This Order prescribes airworthiness standards for the control of aircraft weight and
balance, empty weight, centre of gravity and aircraft loading.

1.2 The Chairman may approve procedures and weighing periods other than those
prescribed in this Order through approval of an operators’ General Engineering
Manual.

2. DEFINITION

For the purpose of this Order the following definitions shall apply:

(a) "Empty weight" means the weight of the empty aircraft including items of
equipment specified in the flight manual weight and balance report, fixed
ballast, unusable fuel and full operating fluids including oil, hydraulic fluid and
other fluids required for normal operation of aircraft systems, but not including
potable water, lavatory precharge water and water intended for injection in
the engines.

(b) "Equipment list" means a list of items of fixed installed equipment additional
to those required by the basis of the aircraft type specification, and which shall
form a part of the weight and balance report.

Issue 1, August 1, 1990

 -2-
ANO B.6
…………………………………………………………………………………………………………………………………………………………….

(c) "Empty weight centre of gravity" means the centre of gravity of an aircraft in
its empty weight condition.

(d) "Re-weight" means the complete weighing of the aircraft and the preparation
of a new weight and balance report and equipment list.

3. WELGHING STANDARDS

3.1 The weighing procedure shall be as prescribed by the aircraft manufacturer, or if no

specific procedure is prescribed for the aircraft type, the procedure specified in
Federal Aviation Administration (FAA) Advisory Circular AC 43.13-1A Chapter 13A or
British Civil Aircraft Inspection Procedures Leaflet BL/1-11, or any other procedure
acceptable to the Chairman shall be used.

3.2 Weighing equipment shall be of a type suitable for the purpose and shall have been
calibrated and certified within the previous twelve months by a test facility
acceptable to the Chairman.

4. WEIGHING PERIODS

4.1. All aircraft shall be weighed to determine the empty weight and empty weight centre
of gravity prior to initial issue of a Certificate of Airworthiness, except that the
Chairman may exempt the requirement when satisfied that the empty weight and
empty weight centre of gravity provided by the manufacturer, or a weight and balance
report issued by the airworthiness authority of the state from where the aircraft was
exported, are given accurately.

4.2 Each aircraft shall be re-weighed at the interval specified in its CAAB approved
maintenance schedule but in no case that the interval exceeds five years.

4.3 Each aircraft shall be re-weighed if the calculated weight change is greater than 2% of
the empty weight, if the certifying engineer has reason to believe that the aircraft
should be re-weighted, or at the request of an official of the CAAB.

Issue 1, August 1, 1990

 -3-
ANO B.6
…..…………………………………………………………………………………………………………...………………………………………..

5. CHANGE IN EMPTY WEIGHT CONDITIONS

5.1 If components or items of equipment with a fixed location are added, removed or
repositioned in an aircraft, an amendment to the empty weight and center of gravity
shall be calculated or the aircraft shall be re-weighted.

5.2 When a new empty weight centre of gravity has been determined by calculation
without re-weight, an amendment to the flight manual weight and balance report shall
be prepared by the certifying engineer, and the change recorded in the aircraft log
book.

5.3 Each amendment to the effective weight and balance report shall be sequentially
serial numbered, and shall include:

(a) An explanation of the change.

(b) The effective date of the change.
(c) A statement of the new empty weight and centre of gravity.
(d) A revised or replacement equipment list showing the items affected and the new
or revised weights and/or moment arms, as applicable.

(e) A certificate of compliance for the revised weight and balance report.

6. CERTIFICATION

6.1 Weighing shall be supervised by, and the certificate of compliance on the aircraft
Weight and Balance report certified by, the holder of an Aircraft Maintenance
Engineer Licence in Category "A", Airframes, with a rating for the applicable group or
type of aircraft, provided the maximum takeoff weight does not exceed 5700kg.

6.2 Weighing of aircraft having a maximum take-off weight above 5700 kg shall be
supervised by, and a certificate of compliance on the aircraft weight and balance
report certified by, an approved person who is so authorised in the operators CAAB
approved General Engineering Manual.

6.3 Notwithstanding the requirements of paragraphs 6.1 and 6.2 of this Order, every
person supervising the weighing of an aircraft and certifying the weight and balance
report shall have had previous experience of aircraft weighing and weight and balance
calculation under the supervision of an appropriately qualified and experienced
engineer or approved person.

Issue 1, August 1, 1990

 -4-
AND B.6
………………………………………………………………………………………………………….……………………………………………….…

All data relating to the weighing of an aircraft shall be recorded in the presence of a
representative of the CAAB.

6.4 On completion of weighing and recording, the aircraft weight and balance report shall
be certified and submitted to the Chairman for approval and the approved report shall
be inserted in the aircraft log book.

7. WEIGHING AND LOADING OF PASSENGERS AND CARGO

7.1 Unless otherwise approved by the Chairman, the weight of the crew, passengers and
freight shall be determined by actual weighing.

7.2 Except where free seating for a particular aircraft type is permitted, passengers shall,
following weighing, be allotted specific seats based on the computed centre of gravity
position.

7.3 All freight shall be securely fastened at specific points provided in the aircraft and
shall conform to the approved:

(a) Centre of gravity limits for the aircraft.

(b) Distribution of floor spacing for the compartment.

(c) Distribution of compartment load.

Issued in pursuance of the Civil Aviation Rules 1984, Rules 4, 143 and 191.

Issue 1, August 1, 1990

 Page 1 ANO (AW) B.7

CIVIL AVIATION AUTHORITY OF BANGLADESH

AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B –- MAINTENANCE DIRECTIONS

CHAPTER B.7 QUALIFICATION OF P O S T H O L D E R S

Sections Title
1 GENERAL
2 DEFINITIONS
3 REQUIREMENTS
4 APPOINTMENT OF POST HOLDERS
5 POST HOLDER OF AN OPERATOR, AMO/ PART 145, PART-M,
CAMO AND TRAININIG ORGANIZATION
6 QUALIFICATIONS OF POST HOLDERS AND OTHER
EXECUTIVE
7 NOTIFICATION ON JOINING ANOTHER ORGANISATION
APPENDIX -19 BIO-DATA OF ENGINEERING EXECUTIVES (FORM AWS-19)

1. GENERAL

1.1 The Order establishes the requirements of appointing post holders and their minimum qualifications
who shall be responsible for maintenance, air operator management, quality functions and training
activities as applicable, on behalf of a holder of Air Operator Certificate (AOC), Approved
Maintenance Organization (AMO), Continuing Airworthiness Management Organization (CAMO)
and Approved Maintenance Training Organization (AMTO).

2. DEFINITIONS

2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2, 183 and 234 of the
Civil Aviation Rules, 1984 shall apply.

3. REQUIREMENTS

3.1 The rules of the CAR 1984 requires that all organization engaged in aircraft operation shall
provide adequate facilities including training to staffs for proper maintenance of aircraft,
particularly in connection with introduction of new equipment into service.

3.2 Additionally, the Rule 295 of the CAR 1984 requires all commercial operators shall ensure that
no appointment to any executive engineering post requiring high degree of technical experience
shall be made within a commercial air operator and/or approved maintenance organization
approval of the Chairman.
Issue-6 March 2017
 Page 2 ANO (AW) B.7

3.3 Approval of the Chairman must be obtained through submitting application with Form-4 or
Form AWS-19 and enclosing a BIO-DATA of the concerned persons(s) a l o n g w i t h
attested copies of the pertinent certificates and documents, at the very initial stage during
application for grant of an AOC/AMO/ATO/CAMO.

4. APPOINTMENT OF POST HOLDERS

4.1 Formal appointments to post holders appropriate to the organizations’ requirements shall be
made only after approval of the Chairman and in accordance with the procedures mentioned in
this Order. A foreign national requires necessary permission from Bangladesh Investment
Development Authority (BIDA).

4.2 Similarly, any change in any position(s) of previously approved executive(s) shall only be made
after obtaining approval of the Chairman.

5. POST HOLDERS OF AN OPERATOR, AMO/PART 145, PART-M, CAMO AND

TRAINING ORGANIZATION
5.1 An AOC/CAMO Organization engaged under rule 190 of the CAR’84 shall appoint appropriately
qualified and experienced persons for each of the following or equivalent posts as minimum, for
which approval of the Chairman must be obtained:
(a) Head of Engineering/Continuing Airworthiness Management Organization (CAMO)
Manager;
(b) Quality Assurance Manager

5.2 An Approved Maintenance Organization engaged in maintenance of aircraft and components under
rule 190 of the CAR’84 shall appoint appropriately qualified and experienced persons for each of
the following or equivalent posts as minimum, for which approval of the Chairman must be
obtained:
(a) Maintenance Manager;
(b) Quality Assurance Manager

5.3 A Maintenance Training Organization engaged under rule 190 of the CARs, 1984 shall appoint
appropriately qualified and experienced persons for each of the following or equivalent posts as
minimum, for which approval of the Chairman must be obtained:
(a) Training Manager;
(b) Quality Assurance Manager;
(c) Examination Manager;

5.4 In addition to above mentioned posts mentioned in the paragraph 5.1, 5.2 & 5.3 depending on the
size and the extent of operational activities under taken by the organization; there may be a
requirement for hiring additional posts.

5.5 The actual titles of the persons appointed in accordance with this ANO may differ from that
stated in this Order, provided that the duties and responsibilities of the persons appointed
comply with the requirements of relevant ANO(AW) against which the organizational
certification to be made.

Issue-6 March 2017

 Page 3 ANO (AW) B.7

6. QUALIFICATIONS OF POST HOLDER AND OTHER EXECUTIVES

6.1 Maintenance Manager shall:

(a) Hold/ have held type rated AME License or be a Bachelor of Engineering in
Aeronautical / Aerospace / Avionics / Mechanical / Electrical / Electronic engineering from a
recognized Institute or University;

(b) Have at least 5 (five) years of working experience in an approved maintenance

organization in a supervisory position or as an auditor in an airworthiness inspection
organization ; or

Personnel from military aviation must have 5 (five) years of working experience in
maintenance in addition 2 (two) years in approved civil aircraft maintenance
organization/operator as supervisor/manager; and

(c) Have successfully completed ANO (AW) Part-66, Module-10 course; and

(d) Comprehensive knowledge on the Human Factor principal and Safety Management System.

6.2 Quality Assurance Manager shall:

(a) Hold/ have held basic AME License/instructor or be a Bachelor of Engineering in
Aeronautical / Aerospace / Avionics / Mechanical / Electrical / Electronic engineering from a
recognized Institute or University; or

Hold / have held Diploma in Aeronautical Engineering or Aircraft Maintenance Engineering

for organization having registered Group 3 aircraft;

(b) Have at least 2 (Two) years working experience in supervisory position in a maintenance
organization and 3 (three) years working experience as an authorized quality assurance
auditor; or 06 (six) years working experience as an authorized quality assurance auditor or 05
(five) years working experience as an auditor in an airworthiness inspection organization; and

(c) Have successfully completed ANO (AW) Part-66, Module-10 course; and

(d) Have successfully completed Quality course; and

(e) Comprehensive knowledge on the Human Factor principal and Safety Management System.

6.3 CAMO Manager shall:

(a) Hold a degree in Bachelor of Engineering in Aeronautical / Aerospace / Avionics / Mechanical

/ Electrical / Electronic Engineering from a recognized Institute or University; or

Bachelor in Science background with 3 (three) years of additional experience in continuing

airworthiness management function of AOC holder; and

(b) Have at least 5 (five) years of experience in the continuing airworthiness management function
of AOC holder or in an airworthiness inspection organization; and

(c) Comprehensive knowledge on the Human Factor principal, ANO (AW) Part-M and Civil
Aviation Rules, 1984.

Issue-6 March 2017

 Page 4 ANO (AW) B.7

(d) Completion of familiarization course on at least 1 (one) type of aircraft available in the AOC
Operation Specification; and

6.4 Training Manager shall:

(a) Be a Bachelor of Engineering in Aeronautical / Aerospace / Avionics / Mechanical / Electrical
/ Electronic engineering from a recognized Institute or University;

(b) Have at least 5 (Five) years of experience as instructor in an approved Training

organization or in an airworthiness inspection organization;

(c) Comprehensive knowledge on the Human Factor principal, Quality System and relevant
regulations.

6.5 Examination Manager:

(a) Hold/ have held instructor approval or be a Bachelor of Engineering in Aeronautical /
Aerospace / Avionics / Mechanical / Electrical / Electronic engineering from a recognized
Institute or University;

(b) Have at least 5 (five) years of experience in an approved Training organization or in

an airworthiness inspection organization;

(c) Comprehensive knowledge on Human Factor principal, relevant regulations and question bank
methodology.

7. NOTIFICATION ON JOINING ANOTHER ORGANISATION

7.1 Approval of executive(s) as mentioned in this Order is valid during employment of the concerned
person(s) with the Organization, unless revoked or suspended by the Chairman.

7.2 It is the responsibility of both the organization and the concerned executive(s) to inform the
Chairman at the earliest in case of the executive(s) leaves an Organization and joins in another
organization. In such case(s) both organization shall revise their exposition manual to reflect the
current situation after obtaining formal approval of the Chairman.

ENTRY INTO FORCE:

Issued in pursuance of the Rules 4, 212, 190 and 295 of the Civil Aviation Rules, 1984 is a
complete re-issue and supersedes the ANO (AW) B.7, issue-5, dated 9 February 2010, which stands
cancelled.

Air Vice Marshal Ehsanul Gani Choudhury

GUP, ndu, psc
Chairman
Civil Aviation Authority, Bangladesh

Issue-6 March 2017

 AWS-19 APPENDIX-1
ISSUE-2 ANO B.7

CIVIL AVIATION AUTHORITY OF BANGLADESH

Airworthiness & Engineering Licensing Division Please attach a
copy of recent
passport size
photograph

Bio-data of Engineering Executives

S/N Description Information

01 Name of the Engineering Executive
02 Name and Address of the Operator

03 Designation as per ANO (AW) B.7 and

Contact telephone No.
04 Present and Permanent Address

05 Date of Birth
06 Nationality
(Passport No. and copy of BOI Work
Permit in case of Foreign National)
07 Academic Qualifications
(Post Graduation, Graduation, Diploma,
Others in Aeronautical Engineering or
Aircraft Maintenance Engineering )

08 Professional Qualifications
(AME License No. or Membership of a
professional institute i.e. IEB or Foreign
Aeronautical Society/Institute)
09 Period of Maintenance Experience
as per ANO (AW) B.7
10 Special Courses Completed (if any)
(Aircraft Type Course, Quality Audit,
Maintenance Management & Planning,
Aircraft Accident Investigation, Safety
Management System etc.)
11 Any other Information

Declaration: I do hereby declare that the information stated above is true and I am aware of all
the requirements mentioned in the ANO (AW) B.7.

Signature & Date

Certified by:
Issue-5 Page 1 09 February 2010
 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B - MAINTENANCE DIRECTIONS

CHAPTER B.8 AIRCRAFT MINIMUM EQUIPMENT LIST

Section No. Title

1. GENERAL
2. DEFINITIONS
3. APPLICABILITY
4. FORMAT AND CONTENTS
5. LIMITATIONS
6. OPERATOR’S RESPONSIBILITIES
7. USE OF MEL
8. APPROVAL PROCEDURES

1. GENERAL

1.1 This Order specifies the applicability and limitations, and the procedures for
development and approval of Minimum Equipment Lists (MEL) for certain aircraft
operated in Bangladesh.

1.2 An aircraft is designed to achieve a certain level of safety. When any one system,
instrument or equipment becomes inoperative, the design level of safety is reduced. With
modern aircraft, it is usual to provide extra redundancy in some systems to enable the
aircraft to take off and complete a flight with acceptable margins of safety even if, for
example, one channel of a system has failed during a previous flight. Minor deficiencies,
even without the provision of extra redundancy which do not too seriously affect safety,
may be acceptable for an occasional flight.

2. DEFINITIONS

2.1 For the purpose of this Order, the definitions as mentioned under the Rule 2, 183 and 234
of the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not given
under the rules, the under mentioned definitions shall apply:

(a) "Essential aircraft equipment" means an item, component or system installed in

an aircraft that;

(i) has a primary role of providing information or performing a function

required by regulation, or

(ii) is directly related to airworthiness of aircraft.

Issue 2 17 September 2009
 Page2 ANO B.8

(b) "Inoperative" means, in relation to an item, component or system that the item,
component or system malfunctions to the extent that it does not accomplish its
intended purpose or is not consistently functioning within its designed operating
limits or tolerances.

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

(d) “Minimum Equipment List” means a list which provides for the operation of
aircraft, subject to specified conditions, with the particular equipment inoperative,
prepared by an operator in conformity with, or more restrictive than, the MMEL
established for the aircraft type registered in Bangladesh and with the approval of
the Chairman, Civil Aviation Authority of Bangladesh.

3. APPLICABILITY

3.1 This Order applies to all Bangladesh registered aircraft type for which there is a Master
Minimum Equipment List (MMEL) established by the organisation responsible for the
type design in conjunction with the State of Design.

4. FORMAT AND CONTENTS

4.1 A MEL shall be submitted in 3 (three) rings binder (height of the binder not exceeding
12.25 inch and of appropriate thickness).

4.2 Title of the document and name of the operator (e.g. XYZ Airlines as appropriate) shall
be mentioned on the front face and the spine side of the MEL.

4.3 Pages of the MEL shall be printed on thick paper, preferably having thickness of 100
GSM or above to reduce possibility of tearing from the binder during frequent reference
and handling.

4.4 Each operator shall be required to produce an MEL appropriate to his own routes and
procedures within the limitations defined by the MMEL and shall ensure the following:

(a) The MMEL has all the latest revisions approved by the regulatory authority of the
country of design/ manufacture.

(b) Each MEL shall have a list of effective pages and a system of cross reference to
MMEL revision number.

(c) The operator shall specify his philosophy for invoking MEL in the preamble to
the MEL.

(d) Where included in the MMEL, the Preamble to the MEL shall define the
rectification interval of the defects. In general, the MEL items may be categorized
as follows:

(i) Category ‘A’: Items in this category shall be repaired within the time
interval specified in the remarks column of the MEL.
Issue 2 17 September 2009
 Page3 ANO B.8

(ii) Category ‘B’: Items in this category shall be repaired within 3 (three)
consecutive calendar days, excluding the day the malfunction was
recorded in the aircraft maintenance record/logbook. For example, if it
were recorded at 10 a.m. on January the 26th, the 3 day interval would
begin at midnight of the 26th and end at midnight of the 29th.

(iii) Category ‘C’: Items in this category shall be repaired within 10 (ten)
consecutive calendar days, excluding the day the malfunction was
recorded in the aircraft maintenance record/logbook. For example, if it
were recorded at 10 a.m. on January the 26th, the 10 day interval would
begin at midnight of the 26th and end at midnight of February 5th.

(iv) Category ‘D’: Items in this category shall be repaired within 120 (one
hundred and twenty) consecutive calendar days, excluding the day the
malfunction was recorded in the aircraft maintenance log and/or record.

(e) For the purpose of categorization, the ‘Flight Day’ as used in the MEL shall mean
a 24 hour period (from midnight to midnight) either in UTC (for international and
domestic operator) or in Bangladesh Local Time (for domestic operators only).

(f) The preamble of the MEL shall also stipulate that whenever the MEL is invoked,
the flight dispatch shall be informed.

(g) The preamble shall include the procedures of acceptance of defects and the
requirement of making technical entries in Aircraft Technical log. Procedure for
invoking MEL after commencement of flight (chocks off) shall also be included.

(h) Explanation of the following shall be included in the preamble;

(i) ‘O’ (Operational) & ‘M’ (Maintenance) items;
(ii) ETOPS items, RVSM items and other comments on MEL items.
4.5 The regulatory requirements referred to in the MMEL such as TCAS, GPWS, CVR,
DFDR, Emergency Escape Path Mark lighting etc. should be included based on the
relevant requirements in the ANOs.

4.6 While seeking approval, the operator shall submit a certificate that the MEL has been
prepared in consultation with the operations department or shall be submitted under joint
signature of the maintenance and operation departments.

4.7 The MEL shall include all the maintenance and operational procedures given by the
manufacturer in Dispatch and Deviation Procedures Guide (DDPG)/operations
procedures.

4.8 For items not included in the MMEL, but forming part of the MEL, due justification for
the same shall be provided by the operator.

4.9 The operators MEL shall also include the relevant definitions and abbreviations.

4.10 Each minimum equipment list shall contain a list of essential aircraft equipment which
may be inoperative, but without which the aircraft can be operated at an acceptable level
of safety for limited periods.

4.11 Each minimum equipment list shall include operating limitations and maintenance
procedures, as required, for any essential aircraft equipment included in the minimum
equipment list.
Issue 2 17 September 2009
 Page4 ANO B.8

4.12 A minimum equipment list need not to include any item, component or system that is not
essential for flight and does not directly affect the airworthiness of the aircraft.

4.13 All items which may affect the airworthiness of the aircraft and which are not included in
the minimum equipment list are required to be operative.

4.14 The manual must contain en-route flight navigation and communications procedures for
the continuance of flight if any item or equipment required for the operation becomes
unserviceable en-route. The manual must also cover requirements and procedures for
dispatch with unserviceable equipment.

5. LIMITATIONS

5.1 Where a master minimum equipment list has been established for a particular type of
aircraft, a minimum equipment list shall not be approved for that type of aircraft unless it
complies with the minimum standards set out in that master minimum equipment list.

5.2 No operator shall operate an aircraft if any essential aircraft equipment is inoperative
unless in compliance with a minimum equipment list.

5.3 Notwithstanding the requirement of paragraph 5.2 of this Order, aircraft maintenance
engineer shall not release an aircraft for flight, nor a pilot accept an aircraft if it is
considered to be unsafe.

5.4 An operator shall establish, obtain the Chairman's approval and publish internal
procedures for compliance with the conditions specified in the minimum equipment list.

5.5 An operator shall establish, obtain the Chairman's approval and publish procedures for
making repairs or replacements to equipment specified in the minimum equipment list to
ensure that the aircraft does not operate for an unacceptable period of time with essential
aircraft equipment inoperative.

5.6 Where a minimum equipment list has been established for a type of aircraft, a copy of
the list shall form a part of the Operations Manual for that type and a copy shall be carried
in each aircraft of that type during flight.

6. OPERATOR’S RESPONSIBILITIES

6.1 The operator is responsible for exercising the necessary operational control to ensure that
aircraft are not dispatched with multiple MEL items inoperative without first determining
that any interface or interrelationship between the inoperative systems or components
will not result in degradation in the level of safety or an undue increase in crew
workload.

6.2 The MEL is not intended to provide for continued operation of the aircraft for extended
periods with MEL items unserviceable. In the case of unserviceable MEL items, the
operator should generally make repairs at the first station where repairs or replacement
may be made, but in any case repair should be accomplished at the flight termination
station, since additional unserviceabilities may require the aircraft to be removed from
service.

7. USE OF MEL
7.1 Operator shall mention in the Maintenance Procedures Manual as to when or where an
inoperative item shall be required to be replaced.
Issue 2 17 September 2009
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Civil Aviation Authority of Bangladesh

Gazette
Dhaka, 09 Aswin 1424/ 24 September 2017
No. CAAB/101/1-8/FSR/ANO-08-20/2017-338In exercise of the
power conferred by Section 47, read with Section 14, of the Civil Aviation
Act, 2017 (Act No. 18 of 2017), hereinafter referred as the ‘Act’, the
Chairman of the Civil Aviation Authority of Bangladesh is pleased to
issue the following Air Navigation Order (ANO).

2. It shall come into force immediately.

Air Vice Marshal M Naim Hassan

BBP, OSP, afwc, psc
Chairman
Civil Aviation Authority of Bangladesh.

(10133)
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10134 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017
1. Short Title and Commencement
1.1 This Air Navigation Order (ANO) may be called the ANO on
Requirements on Compliance with Airworthiness Directives, 2017,
and referred herein as the “ANO-08-20”. This ANO shall be
effective immediately upon being published in the official Gazette.
2. Definitions
2.1 Following terms, when used in this ANO, have the meanings
assigned to them. Any term used hereunder but not defined, shall
have the same meaning as given in Civil Aviation Authority Act,
2017, Civil Aviation Act, 2017, Civil Aviation Rules, 1984 and
relevant Annexes of the ICAO. Where a particular definition is not
given under the Rule, the under mentioned definition shall apply:
(a) "Airworthiness directive" means any modification,
inspection or servicing task considered essential to the
airworthiness of an aircraft and declared mandatory by the
regulatory authority of the country of origin of the aircraft or
by the Civil Aviation Authority, Bangladesh.
3. General
3.1 This order prescribes the procedure for notification of mandatory
modifications, inspections or servicing by means of airworthiness
directives for civil aircraft registered in Bangladesh.
3.2 Aircraft and aircraft equipment manufacturers issue requirements in
the form of service bulletins to be complied with by aircraft
owners/operators. The regulatory authority of the country of origin
of the aircraft, may reissue such bulletins of additional mandatory
requirements in the form of airworthiness directives or equivalent.
4. Requirements
4.1 All airworthiness directives when declared to be mandatory by the
airworthiness authority of the country of origin are deemed to be
mandatory for the same type of aircraft which are on the
Bangladesh Register of Civil Aircraft unless varied or otherwise
approved by the Chairman.
4.2 Additional airworthiness directives that may be issued by the
Chairman shall be notified to operators by the CAAB.
4.3 Where changes to airworthiness directives, including their
implementation procedures or using any Alternative Means of
Compliance (AMOC), are considered necessary by an aircraft
owner/operator, prior approval by the Chairman shall be required.
4.4 The Chairman shall provide details to owners/operators relating to
any changes to airworthiness directives, including their
implementation procedures, as he considers necessary.
4.5 The operator shall have procedures and the necessary personnel
to ensure that Airworthiness Directives are complied with as
required. It must be clear, when maintenance is in any way
subcontracted, that responsibility for compliance with mandatory
airworthiness information such as Airworthiness Directives lies
with the operator.
 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017 10135
4.6 When assessing the overall capability of the operator
provide satisfactory maintenance the following shall be taken into
account:
4.6.1 The assessment of incoming technical information from
manufacturers, including Service Bulletins, relating to
relevant aircraft types.
4.6.2 Initiating action as necessary on such information,
particularly in relation to the Maintenance Schedule.
4.6.3 Responding to requests by the Manufacturer and the
Authority, to have ‘in- service’ experience reports
transmitted for their evaluation.
Note: The Authority may require access to an operator’s
assessments of manufacturer’s service information
to assist in evaluation of such information for
the purpose of possible mandatory classification.
4.7 The operator shall obtain and assess airworthiness information
from the manufacturer. When manufacturer’s service information is
received an immediate assessment must be made to establish priority
of response. Matters of significant airworthiness importance, such as
those having an impact on EDTO flights, must be responded to
promptly.
4.8 By means of Modification Records, Technical Records, Log Books
or other means adopted by the operator it must be possible at any time
to establish the record of compliance with Directives and Service
Information for each of the operator’s aircraft.
4.9 Operators shall ensure that the relevant aircraft manufacturer is
aware that they are users of its aircraft so that all relevant service
information, details of in-service experience of the aircraft and
amendments to manuals, including the Flight Manual, are received
and embodied in a timely manner. This is especially important
where the operator is not the original owner of the aircraft, or it has
been leased from the owner.
4.10 Where manuals, including the Flight Manual, have been prepared or
amended by an agency other than the manufacturer, the operator must
ensure that amendments are prepared as necessary, submitted to the
CAAB for approval and incorporated into manuals promptly.
4.11 The technical library must hold and make available to personnel
concerned the necessary technical data, e.g. CAAB’s publications, the
ANO, manufacturer’s manuals, any relevant service information, any
other related literature appropriate to the aircraft types covered by
the AOC and copies of appropriate company manuals, procedures
and Instructions. A person must be appointed to be responsible for the
technical library.
10136 evsjv‡`k †M‡RU, AwZwi³, †m‡Þ¤^i 25, 2017
4.12 Arrangements shall be made for:
4.12.1 The supply of amendments, so that all publications are kept
up-to-date, and for departments concerned to be notified of
such amendments, and of any additional technical information
relevant to the work undertaken.
4.12.2 Maintenance manual information recorded on microfilm,
microfiche or disk to be checked at specific intervals for
amendment state and legibility, and any temporary
amendments to be kept available adjacent to each reader.
4.13 Arrangements shall be made for all technical drawings to be suitably
stored and a procedure operated to ensure that only drawings of the
correct issue are released. A person should be made responsible for
maintaining an up-to-date record of drawings available and also for
notifying departments concerned when drawings have been
superseded by a later issue.
4.14 The technical library shall make arrangements for manuals or sections
of manuals, schedules, service information, etc., appropriate to the
work undertaken, to be made available to line maintenance stations
and a suitable procedure maintained to ensure that such information is
kept up to date.
4.15 Compact disk/CD viewing and printing equipment must be available,
as appropriate, at each location where manuals in these formats are in
use, and in the library. Adequate arrangements must be made for
regular maintenance of the equipment and users should be made
aware of contact points for servicing and repair.
5. Revision of Documents
5.1 Amendments to aircraft maintenance program, maintenance manuals,
flight manuals, operations manuals and any other required
documents affected by the incorporation of airworthiness directives
shall be accomplished and provided to the Chairman no later than
thirty days after the effective date of the directive.
6. Recording and Maintaining Airworthiness Directives (AD)
Compliance Status
6.1 Accomplishment of airworthiness directives relating to each
affected aircraft/engine/propeller/appliance shall be recorded in the
appropriate log book in accordance with the requirements of
Chapters B.4 of these Orders.
6.2 Operator shall maintain a comprehensive AD compliance status by
inclusion of total AD issued by the airworthiness authority of the
country of origin relating to the type of the aircraft/engine/
propeller/appliances following issue of type certificate.

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 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B – MAINTENANCE DIRECTIONS

CHAPTER B.10 DUPLICATE INSPECTION AIRCRAFT CONTROLS

SECTIONS

1. GENERAL 4. PROCEDURES
2. DEFINITIONS 5. AUTHORISED PERSONS
3. APPLICABILITY 6. CERTIFICATION

1. GENERAL

1.1 This Order prescribes the procedures for performing duplicate inspections of aircraft
control systems.

1.2 The purpose of separate inspections and certification thereof by two authorized
persons is to ensure that all parts and components of aircraft control systems are
correctly assembled, adjusted and secured and that they respond in the correct
direction over the specified operating range when operated from the aircraft cockpit.

2. DEFINITIONS

2.1 For the purpose of this Order the following definitions shall apply:

(a) "Control system" means a system by which the flight path, attitude, or
propulsive force of an aircraft is changed, including the flight, engine and
propeller controls, the related system controls and the related operating
mechanisms.

(b) "Duplicate inspection" means an inspection first made and certified by one
qualified person and subsequently made and certified by a second qualified
person.

(c) "Independent inspection" means a certified inspection made by a qualified

person and which is the second part of a duplicate inspection.

Issue 1, August 1, 1990

 -2-
AND B.10
………………………..…………………………………………………………………………………………………………………………………

3. APPLICABILITY

3.1 Duplicate inspection and certification of aircraft flight and powerplant controls shall
apply to:

(a) All control systems following initial assembly and following overhaul of any
aircraft prior to first flight.

(b) The affected control system(s) following repair, replacement, modification or

adjustment.

4. PROCEDURES

4.1 Where any maintenance disturbs a system by which the flight attitude or propulsive
force of an aircraft is controlled, the person signing the maintenance release in
respect of that maintenance shall ensure that an independent check is made for
correct assembly, locking, range of travel and sense of operation of the system
disturbed.

4.2 No person shall perform an independent check required by paragraph 4.1 of this Order
who has been directly involved in the assembly of the control system being checked.

4.3 The duplicate inspection shall be the final operation to establish the integrity of the
control system when all the work has been completed.

4.4 Where it is not possible to inspect the complete control system because of routing
through conduits, boxed in sections and pre-sealed units, the persons performing the
inspections shall verify that a duplicate inspection has previously been made on the
inaccessible areas, and that the pre-sealed or its are acceptable for the particular use.

4.5 Control systems subject to duplicate inspections shall not be disturbed or readjusted
after the first certified inspection.

4.6 The second part of a duplicate inspection shall follow immediately after the first part.

4.7 If a control system is disturbed after completion of the duplicate inspection, that part
which has been disturbed shall again be inspected in duplicate before the aircraft
flies.

Issue 1, August, 1990

 -3-
ANO B.10
..……………………………………………………………………………………………………………………………………………………...

5. AUTHORISED PERSONS

5.1 Persons authorised to make the first and/or second part of a duplicate inspection are:

(a) An appropriately type rated aircraft maintenance engineer.

(b) An authorised representative of an organisation appropriately approved by the

Civil Aviation Authority, Bangladesh.

(c) Any other person authorised by the Chairman

6. CERTIFICATION

6.1 Separate certifications relating to each inspection shall be made in the appropriate
sections of the aircraft log books pursuant to Chapters B.3 and B.4 of these Orders.

Issued in pursuance of Civil Aviation Rules, 1984, Rule 4 and Rule 191.

Issue 1, August 1, 1990

 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B- MAINTENANCE DIRECTIONS

CHAPTER B.11 DIRECT READING MAGNETIC COMPASSES AND AIRCRAFT

INSTRUMENTS OVERHAUL & PERIODICAL INSPECTIONS

Sections Title
1 GENERAL
2 MAGNETIC COMPASSES
3 AIRCRAFT INSTRUMENTS OVERHAUL AND PERIODICAL
INSPECTION PERIODS
4 COLLECTION OF OPERATIONAL DATA
5 STORAGE/ SHELF LIFE

1. GENERAL

1.1 All aircraft registered in Bangladesh, are required to have installed a serviceable and compensated
Direct Reading Magnetic Compass. Similarly, aircraft instruments shall be overhauled and
inspected in accordance with the requirements of this part of the ANO (AW) except where
different requirements have been specified by manufacturer of an aircraft and entered into an
operator’s approved Aircraft Maintenance Schedule or in other similar documents approved or
issued by the Chairman.

1.2 The periodical inspection checks for ascertaining the accuracy of instruments may be made “in-
situ” if possible.

1.3 Instruments which on test are found defective and do not conform with the manufacturer/ Civil
Aviation Authority of Bangladesh requirements, shall be required to be maintained/ inspected as
per manufacturer’s/ Civil Aviation Authority of Bangladesh requirements, by persons approved
for the purpose or shall be replaced with serviceable instruments.

1.4 Instruments shall be inspected prior to installation to ensure that:

Issue-2 15th June 2012

 ANO (AW) B.11

(a) The instruments are approved for the type aircraft;

(b) The range of the dial marking is adequate to reflect correct operation of the aircraft, power
plant or equipment and to precisely indicate the appropriate operating limitations;

(c) The range of any colored sectors marked on instrument dials corresponds with the ranges
specified in the aircraft flight manual or aircraft/ engine manufacturer’s manuals as applicable.

1.5 At times aircraft manufacturers recommend “on-condition” maintenance programme for some of
the aircraft components, including aircraft instruments. This type of maintenance means
specifying intervals or inspecting/ testing the concerned units of aircraft to determine reduction in
failure resistance before the failure occurs of becomes critical.

1.6 These inspections/ testing may be on the aircraft or at a maintenance facility. Before operators
adopt this type of maintenance in preference to “Hard time limits”, as far as periodical servicing
of aircraft components is concerned, they shall submit to CAAB details of programme of
repetitive inspections/ tests for approval and include in Quality Control cum Maintenance System
Manual.

1.6 However the inspection/ test intervals achieved by an operator may be followed with prior
concurrence of CAAB, by other operators, operating similar equipment, provided operating and
environmental conditions are similar.
1.7 All maintenance (including overhaul) shall be performed and certified in accordance with the
manufacturer’s and/ or CAAB’s requirements.

2. MAGNETIC COMPASSES:

2.1 Magnetic compasses shall be inspected at the time of installation to ensure that:

(a) There are no signs of leakage of the liquid;

(b) Bubbles, excessive sediment and discoloration are not present in the liquid;

(c) The pivot friction does not exceed the manufacturer’s tolerances. Where such tolerances are
unknown, the pivot friction shall be determined by deflection the compass needle 10 (ten)
degrees and allowing it to return to the magnetic meridian. The change in indication from the
original heading shall not exceed 2 (two) degrees;

(d) The compass is swung and correction card is in place in the aircraft; and

(e) The compass mounting is satisfactory.

Issue-2 15th June 2012

 ANO (AW) B.11

2.2 Calibration and compensation:

2.2.1 Following are the circumstances under which direct reading aircraft magnetic compasses,
as installed in aircraft, shall be calibrated and compensated:

(a) At the time of initial installation of a compass;

(b) At periods as specified by the manufacturer;

(c) After major repair of the aircraft, replacement of an engine mounted in the forward
fuselage, or on installation/ removal/ replacement of any magnetic material in the vicinity
of the compasses;

(d) After installation of a new electrical system or major modification of the existing electrical
system in the vicinity of compass, in which case the calibration shall be made with the
electrical and radio service operating in straight and level flights;

(e) After installation of geophysical survey equipment or other equipment likely to have a
strong external magnetic field;

(f) Whenever a direct reading compass or a magnetic sensing element is changed or

relocated;

(g) Whenever the correct functioning of a compass is in doubt, or excessive deviations have
been found in flight observations;

(h) After an aircraft has passed through an electrical storm;

(i) Whenever a physical damage, discoloration of fluid or presence of bubbles in the fluid is
observed; and

(j) After an aircraft is subjected to a serve shock as in the case of a heavy landing.

Note:- compass compensation shall be conducted in accordance with the General Rules of
compensation in vogue and whenever compasses are calibrated and /or compensated appropriate
entry shall be made in the aircraft log book.

3. AIRCRAFT INSTRUMENTS OVERHAUL AND PERIODICAL INSPECTION

PERIODS:

3.1 The overhaul and periodical inspection periods specified in this part of the ANO (AW) shall
be calculated:

(a)From the date of the last overhaul; or

Issue-2 15th June 2012

 ANO (AW) B.11

(b) From the date of installation in the aircraft if, prior to installation and following overhaul
the instrument had been stored in accordance with accepted practices for the storage of
instruments; or

(c) In the case of imported aircraft when neither of the dates specified in sub-paragraph (a)
and (b) above is known, from the date of issue or last renewal of the aircraft Certificate of
Airworthiness.

3.2 Where the manufacturer/ vendor’s recommendations are not available with regard to the
overhaul and inspection periods of instruments, the periods as specified in the following
table shall be followed.

Instrument Maximum Overhaul Period Periodical Inspection Period

Gyro horizon indicators, 2 years/ 1000 hours
Directional gyro indicators, (whichever is earlier)
Automatic pilots (gyro units
only)
Automatic pilot (except gyro 3 Years/ 2000 hours
units) Airspeed indicators and (whichever is earlier).
pilot static system. Turn & bank
indicators.
Vertical speed indicators (Rate 3 Years/ 2000 hours
of Climb indicators). (whichever is earlier).
Tachometers (RPM indicators).
Fuel flow contents gauge and
fuel flow gauge.
Manifold pressure gauges in
piston engine and such pressure
gauges of jet engines utilized
for engine power output
indication, Engine Oil pressure
gauges, Magnetic compasses,
Watches.
Altimeters 2 years. ---
Thermometers, pressure and To be decided by Bench Check every (3) three
vacuum gauges (except the Organisation years.
pressure gauges mentioned in
the preceding column),
Ammeter and voltmeters and
position indicators.

Note: Overhaul/ periodical inspection periods in respect of instruments other than those indicated
above, will be notified by the CAAB on specific request.

Issue-2 15th June 2012

 ANO (AW) B.11

3.3 Inspection Procedure:

3.3.1 At the periodical inspection period of the instruments specified in paragraph no. 3.2 of this
series:

(a) The accuracy of instruments shall be checked against an appropriate test instrument to
ensure that the instrument operators correctly in accordance with the manufacturer’s
requirements.

Note: Test instruments shall conform to the requirements of the manufacturer and / or CAAB.

(b) Magnetic compasses shall be inspected to ensure compliance with the requirements of
Paragraph no. 2 of this ANO (AW).

(c) The instruments shall be overhauled/ bench checked by an approved agency and
certified by an appropriately licensed Aircraft Maintenance Engineer or persons
approved for the purpose. However, time pieces (clocks, watches) installed on aircraft
having all up weight below 3000 Kgs. can be overhauled/ repaired by any of the
reputed commercial watch makers/ watch repairing agencies.

4. COLLECTION OF OPERATIONAL DATA.

4.1 In their own interest operators are advised to ask instruments overhauling agencies to
furnish them with serious defects (not routine wear and tear) with come to their notice
during overhauling/ servicing of time expired/ prematurely removed instruments. This data
may be called for by CAAB for future life development of instruments.

5. STORAGE/ SHELF LIFE:

5.1 The instruments must be stored in accordance with the accepted practices under controlled
temperature in a dry, even temperature, and the storage limiting period recommended by
the manufacturer is not exceeded and the humidity not exceeding 70% conditions.

5.2 The storage place must be dust free. As far as possible original manufactures/ overhauling
agencies packing should be retained. In the absence any specific recommendation by the
manufacturer the storage limiting period should not exceed 3 (three) years and on
completion of this the item should be recertified in accordance with the relevant overhaul
manual. Additionally, any equipment containing gyro assemblies should be exercised and
gyro wheels run for a period of 24 (twenty four) hours at the completion of periods not
exceeding each 12 (twelve) months of storage.

Issue-2 15th June 2012

 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B - MAINTENANCE DIRECTIONS

CHAPTER B.12 - ALTIMETERS AND PITOT AND STATIC PRESSURE SYSTEMS TESTING AND INSPECTION

SECTIONS

1. GENERAL 5. PROCEDURE – STATIC PRESSURE

2. DEFINITION SYSTEM TEST
3. PERIODIC INSPECTION/TEST 6. PROCEDURE – ALTIMETER TEST
4. INSPECTION AND TEST AND INSPECTION
FOLLOWING MAINTENANCE 7. RECORDING AND CERTIFYING

1. GENERAL

1.1 This Order prescribes the standards and procedures for periodically inspecting and
testing altimeters and static pressure systems, and establishes the requirement for
inspecting and testing the pitot and static pressure systems following certain
maintenance.

2. DEFINITIONS

2.1 For the purpose of this order, "altimeter" is defined as any air data computer or other
barometric device providing a flight crew station or an automatic pilot or automatic
pressure altitude reporting system with altitude data derived from static pressure.

3. PERIODIC INSPECTION AND TEST

3.1 Unless authorised by the Chairman, no aircraft shall be operated in Bangladesh under
visual flight rules in controlled airspace or under instrument flight rules unless, within
the preceding 24 months, each installed altimeter has been calibrated and each static
pressure system installed in the aircraft has been tested and inspected in accordance
with the procedures prescribed in Sections 5 and 6 of this Order.

Issue 1, August1, 1990

 -2-
ANO B.12
……………………………………………………………………………………………………………………………………………………………

4. INSPECTION AND TEST FOLLOWING MAINTENANCE

4.1 Any work involving the opening or closing of the pilot or static pressure systems, other
than the use of system drain and alternate static pressure valves, shall, prior to the
next flight, be tested and inspected and found to be properly connected and free of
leaks.

NOTE: The standards and procedures established in Sections 5 and 6 of this Order
minimum requirements, and are not intended to supersede aircraft or
equipment manufacturers’ procedures. Manufacturers’ manuals shall be
referred to and followed at all times during the performance of these tests.

5. PROCEDURE - STATIC PRESSURE SYSTEM TEST

5.1 Each person performing the altimeter system test and inspection required by this order
shall comply with the following:

(a) Ensure freedom from trapped moisture and restrictions.

(b) Determine that the static port heater, if installed, is operative.

(c) Ensure that no alterations or deformities of the airframe surface have been made
that would affect the relationship between air pressure in the static pressure
system and true ambient static air pressure under any flight condition.

(d) When all other work has been completed on each static pressure system,
determine that the leakage rate of the system is within the following tolerances:

(i) Unpressurized aircraft - evacuate the static pressure system to a pressure

differential of approximately 1 inch of mercury or to a reading on the
altimeter 1000 feet above the aircraft elevation at the time of test, without
additional pumping for a period of one minute, the loss of indicated altitude
shall not exceed 100 feet on the altimeter.

Issue 1, August 1, 1990

 -3-
ANO B.12
……………………………………………………………………………………………………………………………………………………………

(ii) Pressurized aircraft - evacuate the static system until a pressure

differential equivalent to the maximum cabin pressure differential for
which the aircraft is type approved is achieved, Without additional pumping
for a period of one minute, the loss of indicated altitude shall not exceed
two percent of the altitude equivalent to the maximum permitted cabin
differential pressure or 100 feet, whichever is greater.

6. PROCEDURE - ALTIMETER TEST AND INSPECTION

6.1 Altimeter tests shall be performed in accordance with the following paragraphs, by an
organisation which has been approved by the Chairman for that purpose, Unless
otherwise specified, each test for performance may be conducted with the instrument
subjected to vibration. When tests are conducted with the ambient temperature
substantially different from an ambient temperature of approximately 25 degrees C.,
allowance shall be made for the variation.

(a) Scale error - with the barometric pressure scale at 29.92 inches of mercury, the
altimeter shall be subjected successively to pressures corresponding to the
altitude specified in Table I, up to the maximum normally expected operating
altitude of the aircraft in which the altimeter is to be installed. The reduction in
pressure shall be made at a rate not greater than 20,000 feet per minute to
within approximately 2,000 feet of the test point. The test point shall be
approached at a rate compatible with the test equipment. The altimeter shall be
kept at the pressure corresponding to each test point for at least one minute, but
not more than ten minutes, before a reading is taken. The error at all test points
must not exceed the tolerances specified in Table I.

(b) Hysteresis - the hysteresis test shall begin not more than 15 minutes following
initial exposure of the altimeter to the pressure corresponding to the upper limit
of the scale error test, and while the altimeter is at this pressure. Pressure shall
be increased at a rate simulating a rate of decent of 5,000 to 20,000 feet per
minute until within 3,000 feet of the first test point (GO percent of maximum
altitude). The test point shall then be approached at a rate of approximately
3,000 feet per minute. The altimeter shall be kept at this pressure for at least 5
minutes, but not more than 15 minutes, before the test reading is taken. After
the reading has been taken,

Issue 1 August 1, 1990

 -4-
ANO B.12
..…………………………………………………………………………………………………………………………………………………………

The pressure shall be increased further, in the same manner as before, until the
pressure corresponding to the second test point (40 percent of maximum
altitude) is reached. The altimeter shall be kept at this pressure for at least one
minute, but not more than 10 minutes, before the test reading is taken. After
the reading has been taken, the pressure shall be increased further, in the same
manner as before, until atmospheric pressure is reached. The reading of the
altimeter at either of the two test points shall not differ by more than the
tolerance specified in Table II, from the reading of the altimeter for the
corresponding altitude recorded during the scale error test prescribed in sub-
paragraph 6.1 (a).

(c) After effect - not more than 5 minutes following completion of the hysteresis
test prescribed in sub-paragraph 6.1 (b), the reading of the altimeter (corrected
for any change in atmospheric pressure) shall not differ from the original
atmospheric pressure reading by more than tolerance specified in Table II.

(d) Friction - the altimeter shall be subjected to a steady rate of decrease of

pressure approximating 750 feet per minute. At each altitude listed in Table III,
the change in reading of the points after vibration shall not exceed the
corresponding tolerance listed in Table III.

(e) Case leak - the leakage of the altimeter case, when the pressure within it
corresponds to an altitude of 18,000 feet, shall not change the altimeter reading
by more than the tolerance shown in Table II, during an interval of one minute.

(f) Barometric scale error - at constant atmospheric pressure, the barometric

pressure scale shall be set at each of the pressures (falling within its range of
adjustment) that are listed in Table IV, and shall cause the pointer to indicate
the equivalent altitude difference shown in Table IV with a tolerance of 25 feet.

Issue 1, August 1, 1990

 -5-
ANO B.12
……………………………………………………………………………………………………………………………………………………………

6.2 Altimeters which are of the data type with associated computer systems, or which
incorporate air data correction internally, may be inspected and tested in parts, by
major component, to specifications developed by the manufacturer which are
acceptable to the Chairman.

7. RECORDING AND CERTIFYING

7.1 Recording and certifying shall be done in accordance with the requirements of part A
of the Air Navigation Orders. The person performing the altimeter tests shall record on
the altimeter the date and maximum altitude to which the altimeter was tested and
the person certifying the work shall enter that data in the aircraft record.

Issued in pursuance of Civil Aviation Rules 1984, Rule 4, Rule 107 and Rule 191.

Issue 1, August 1, 1990

 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B- MAINTENANCE DIRECTIONS

CHAPTER B.13 MAINTENANCE OF AIRCRAFT UNDER LEASE AND CHARTER

ARRANGEMENTS.

Sections Title
1. GENERAL
2. DEFINITIONS
3. FOREIGN REGISTERED AIRCRAFT OPERATING IN BANGLADESH
4. BANGLADESH REGISTERED AIRCRAFT LEASED TO FOREIGN
OPERATORS
5. INTRA STATE LEASE/DOMESTIC LEASING

1. GENERAL

1.1 This order details the maintenance requirements and procedures for:
a) Leasing of an aircraft registered in another country by a Bangladesh operator for
schedule, non-schedule or chartered flights.
b) Leasing of a Bangladesh registered aircraft to an operator in another country.
c) Lease amongst Bangladeshi operators

1.2 This order shall be applicable for all types of lease agreements and flights involving air
transportation for compensation or hire.

2. DEFINITIONS

3.2 For the purpose of this order the following definitions shall apply:

a) “Lease” means any agreement by a person to furnish an aircraft to another person for
compensation or hire. When the aircraft is leased with a full or partial flight crew, it is
called wet lease. The lease of aircraft without crew is defined as Dry Lease.

Issue: 6 14-01-2021
 Page 02 ANO B.13

b) “Maintenance control” in respect to a flight, means, the exercise of authority to

ensure timely accomplishment of all maintenance as per the approved procedure.

c) “Operational controls” in respect to a flight, means the exercise of authority over

initiation, conducting or termination a flight as per approved procedure.

3. FOREIGN REGISTERED AIRCRAFT OPERATING IN BANGLADESH

3.1 Where a Bangladesh operator intends to lease a foreign aircraft for use in commercial
operations in Bangladesh, the following criteria shall apply:

a) Two copies of the draft lease agreement relating to operation and maintenance of the
leased aircraft along with the completed application From No. CA-182C shall be
submitted to the Charmin, CAAB for approval at least 30(thirty) days before the
planned commencement date of operation including the following details:
i. The type of aircraft and configuration.
ii. Country of registration.
iii. Airworthiness status of the aircraft is to be submitted by the Operator i.e.
Lessor.
iv. Proposed maintenance programme and maintenance control,
v. Proposed operational use and operational control.
vi. Clear identification of the responsibilities of the airworthiness of the aircraft
shall be mentioned in the Lease Agreement.
vii. Responsibilities of the issuance of Maintenance Release / CRS shall be clearly
identified in the Lease Agreement.
b) The aircraft shall meet the applicable Airworthiness Design Standards requirements
prescribed in the Civil Aviation Rules1984 and the ANO Chapter A.I of these orders.
The aircraft shall continue to be maintained to conform to these standards in
accordance with the maintenance requirements and procedures which shall be
prescribed in the lease agreement.
c) The aircraft shall have a valid Certificate of Registration and Certificate of
Airworthiness issued by the state of Registry.
d) The aircraft shall have a valid Radio Station License issued by the state of Registry.
The use of Radio apparatus must be in accordance with the regulations of the state
flown over.
e) The aircraft shall have a valid Noise Certificate issued by the state of Registry.

Issue: 06 14-01-2021
 Page 03 ANO B.13

f) Where the period of operation under lease agreement by the foreign registered aircraft
is for 1(one) year or less, the aircraft may remain on the register of the foreign
country.
g) If the period of operation under lease agreement is more than 1(one) year, then the
aircraft shall be registered in Bangladesh.
h) The aircraft and aircraft records shall be inspected by CAAB for acceptability prior to
the commencement of operation.
i) The lessee shall satisfy the Chairman CAAB that he has the required maintenance,
engineering and operational resource necessary to comply with the related conditions
of the lease.
j) If required, the Lessee in co-ordination with the Lessor shall arrange meeting between
Civil Aviation Authorities for signing Memorandum of Agreement (M.O.A) to
determine each other's responsibility for the lease operation as per the convention to
International Civil Aviation Organization. (Articles 83bis).
Note: If the lease agreement is determined to be a wet lease, the Lessor normally
exercises operation control over the aircraft and the responsibility for the
airworthiness and operational oversight of the aircraft will remain with the State of
Registry. If the agreement is in the nature of a dry lease, then responsibility for
operational control will normally rest with the Lessee. However, for dry lease
operation, it may be advantageous for the state of Registry to enter into an agreement
with the state of the operator to transfer or share various facets of operational and
airworthiness oversight.

k) Any special or additional requirements specified by the country of registry shall be

incorporated in the lease agreement.
l) The Chairman may specify additional conditions or requirements not included in the
lease agreement.
m) Following satisfactory compliance with the above-mentioned operational and
maintenance requirements, the Chairman will issue approval.

3.2 The approval may be terminated for any of the following reasons:
a) Expiry of the lease agreement.
b) Expiry of the date specified by the Chairman in the lease approval.
c) Suspension or cancellation of the Certificate of Registration and Certificate of
Airworthiness.

Issue: 06 14-01-2021
 Page 04 ANO B.13

d) Suspension or cancellation of the operator’s (Lessee) operating or maintenance

approval.
e) Suspension or cancellation of the Lessor’s is operating Certificate.
f) Breach of any of the leasing requirements or conditions specified in the lease
agreement.

3.3 The Lessee shall bear all costs of overseas travel for the CAAB officials that may be
required in this connection as per Rule-213 of the CAR 1984.

4. BANGLADESH REGISTERED AIRCRAFT LEASED TO FOREIGN

OPERATORS.

4.1 Where a Bangladesh registered aircraft is intended to be leased to a foreign operator, the
registered owner or operator of that aircraft shall be responsible to the Chairman for its
continued airworthiness.

4.2 The lessor shall submit to the Chairman a copy of the lease agreement which should
ensure that:
a) The aircraft shall continue to be maintained and certified in accordance with
standards of airworthiness approved by CAAB.
b) No modification which may affect the basis of the aircraft type certificate or type
approval shall be incorporated without prior approval of the Chairman.
c) Proposed maintenance procedure and maintenance control be defined.
d) Proposed operational use and operational control be defined.
e) Clear identification of the responsibilities of the airworthiness of the aircraft shall be
mentioned in the Lease Agreement.
f) Responsibilities of the issuance of Maintenance Release / CRS shall be clearly
identified in the Lease Agreement.

4.3 The Lessor shall arrange meeting between Civil Aviation Authority of the state of the
Lessee and the CAAB for signing an agreement (M.O.A) convention, if required
(Articles 83 bis).

4.4 The Lessor shall bear all costs of overseas travel of the CAAB officials that may be
required in this connection as per Rule-213 of the CAR 1984.

Issue: 06 14-01-2021
 Page 05 ANO B.13

5. INTRA STATE LEASE/DOMESTIC LEASING

5.1 In case a Bangladeshi operator intends to take an aircraft on lease from another
Bangladesh operator for domestic or international operation is termed as intra state/
domestic leasing. This form of leasing only involves Bangladesh registered aircraft and is
an arrangement either between two Bangladesh AOC holders or from a private company
(e.g a leasing company or Bank) to Bangladesh AOC holder. For such lease arrangement,
the registered owner of the aircraft to be leased is to apply to the CAAB at least 60 days
prior to the commencement of operation with the leased aircraft along with a completed
three sets of aircraft leasing form (CA-182D) and three sets lease agreement.

5.2 On receipt of such intra state/domestic lease application, the assigned Airworthiness
Official(s) shall:
(a) ensure that the application has duly been completed and signed in ink
(b) check the organization leasing file to ensure that no Bangladesh operator shall
lease it's aircraft to another Bangladesh air operator so as to disrupt it's own
schedule.
(c) directorate of flight safety on receipt of the application will distribute it to with
other documents like lease agreement to the following:
(i) airworthiness division
(ii) operation division
(d) The above noted divisions will review the application with other relevant
documents and conduct inspection necessary to determine the compliance of the
applicable regulations of lease.
5.3 Provide the evidence in the agreement establishing that throughout the term of lease, the
aircraft:
(a) will be in the legal custody of the lessee; and will not be made the subject of
another lease during the term of the lease period for that aircraft
(b) evidence establishing that the lessor and the lessee each hold the valid Bangladesh
AOC
(c) evidence establishing that the lessee is responsible for the maintenance of the
aircraft in case of dry lease, lessor in case of wet lease and as per agreement
between lessor and lessee in case of damp lease.
(d) For dry lease operation, the lessee shall be responsible for the maintenance and
continuing airworthiness of the leased aircraft that is the lessee shall become full
responsible for maintenance control and continuing airworthiness.
(e) For wet lease operation, the lessor shall be responsible for maintenance and
continuing airworthiness of the aircraft that is lessor shall become full responsible
for maintenance control and continuing airworthiness.

Issue: 06 14-01-2021
 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B – MAINTENANCE DIRECTIONS

CHAPTER B. 14 MAINTENANCE, PROCUREMENT, DISTRIBUTION OF

AERONAUTICAL PRODUCTS AND USE OF AIRCRAFT
SPARES UNDER PARTS POOLING AGREEMENT ON
BANGLADESH REGISTERED AIRCRAFT

Sections Titles
1. GENERAL
2. DEFINITIONS
3. PROCUREMENT OF AIRCRAFT SPARES
4. MAINTENANCE OF AIRCRAFT SPARES
5. USE OF AERONAUTICAL PRODUCTS
6. PROCUREMENT SOURCES
7. REPORTING REJECTION OF AIRCRAFT SPARES
8. PARTS UNDER POOLING AGREEMENT OR ON LOAN/RENT
9. STORES/DISTRIBUTION OF AERONAUTICAL PRODUCTS
AND SUB-CONTRACTING MAINTENANCE BY AMO /
REPAIR STATIONS
APPENDIX-1 ACCEPTABLE AIRWORTHINESS DOCUMENTS

1. GENERAL

1.1 This Order applies to the holder of a Certificate of Approval covering:

(a) The maintenance of aeronautical products;
(b) The procurement and distribution of aeronautical products; and
(c) Use of aircraft spares under parts pooling agreement.

1.2 This Order specifies the airworthiness documentation procedures for maintenance,
procurement, distribution and the certification requirements for use of aeronautical
products on Bangladesh registered civil aircraft.

1.3 The directives contained in this Order do not apply to parts and materials which are not
normally manufactured or produced to accepted aeronautical specifications or other
prescribed specifications, such as standard hardware, floor coverings and other furnishings,
cleaning fluids, degreasing solvents, paint removers, sound proofing and insulating
materials, inspection fluids and equipments for which there is no technical Standard Order
(TSO) issued by the Federal Aviation Administration (FAA) of USA or Design
Specification issued by the Civil Aviation Authority (CAA) of the UK or European
Aviation Safety Agency (EASA).

Issue-3 13 July 2010

 Page 2 ANO B.14

1.4 Not withstanding anything contained in this ANO, Chairman's prior approval is required
for repair, overhaul, modification or maintenance of any components of Bangladesh
registered aircraft by organisation, which are not approved by the CAAB, provided such
component (s) are installed or meant for installation on Bangladesh registered aircraft.

2. DEFINITIONS

2.1 For the purpose of this Order, the definitions as mentioned under the Rule 2, 183 and 234
of the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not given
under the rules, the under mentioned definitions shall apply:
(a) “Aeronautical product” means any aircraft appliance, aircraft materials, aircraft
part and aircraft spares, approved for installation on an aircraft.
(b) "Aircraft appliances" means a major assembly of a complete aircraft, engine or
propeller and includes for example wings, flight control surfaces, landing gears,
generators, fuel pumps, actuators, avionic components etc.
(c) "Aircraft materials" means a raw product, which has undergone a quality
programme to ensure that it conforms to aeronautical standards and is traceable to
the source of supply.
(d) "Aircraft part" means a sub assembly of an aircraft component and standard
items including fasteners, rivets, nuts, bolts, rigging cable and electrical wire.
"
(e) Aircraft spares" means, engine, propeller, component, parts and materials
meant for use on aircraft.
(f) “Approved standard” means a manufacturing/design/maintenance/quality
standard approved by the competent authority.
(g) “Authorised Release Certificate” (previously known as release note) means a
document issued by the delegated “Appropriate Person(s)” of an approved
organization following manufacture, overhaul, repair, modification or
procurement of aircraft materials, parts or components, which attests that the
particular product/maintenance work on the item has been completed in the
satisfactory manner in accordance with the approved data, the procedures
described in the organization procedures manual, the item is considered
airworthy for release to service and is an condition for safe operation.
(h) “Inspected/Tested” means the examination of an item to establish conformity with an
approved standard.
(i) "Lease", "Loan" or "Power-by-the-hour engines" means engines which are
supplied to operators under various agreements for long-term period, usually from
the manufacturer or his agent, but which are not necessarily newly overhauled
when supplied.
(j) “Modified” means the alteration of an item in conformity with an approved standard.

(k) “New” means an aeronautical product that has accumulated no operating time or
operating cycles.

Issue-3 13 July 2010

 Page 3 ANO B.14

(l) "Overhaul" means, the restoration of a used component or item of aircraft by

inspection, test and replacement in conformity with an approved standard to extend
the operation life.
"
(m) Overhauled" means, a product, which has not been operated or placed into
service except for functional testing since having been overhauled, inspected and
issue of Authorised Release Certificate (previously known as Release Note).

(n) "Pool engines" means engines interchanged between certain participating

Operators on a temporary (get-you-home) basis limited to maximum of 500 (five
hundred) hours.

(o) “Reassembled” means the reassembly of an item in conformity with an approved

standard.
Note: This provision shall only be used in respect of items which were originally fully
assembled by the manufacturer in accordance with manufacturing requirements (e.g. a
propeller after transportation).
(p) “Rebuilt/Recondition” means an aeronautical product that has been
disassembled, cleaned, inspected, repaired as necessary, and reassembled to the
same approved standard tolerances as a new item.
(q) "Repair" means, the restoration of an item to a serviceable condition in conformity
with an approved standard.
(r) “Restoration” means work necessary to return an item to a specific standard, which
may very from cleaning or replacement of single parts up to a complete overhaul
(s) “Retreaded” means the restoration of a used tyre in conformity with an approved
standard.
(t) "Servicing" means, the replenishment of consumables needed to keep an item or
aircraft in operating condition.

(u) “Unapproved part” means a material, part, or appliance that:

(i) has not been manufactured or repaired in accordance with the appropriate
procedures required by the rules; or
(ii) if serialised, has lost its manufacturer’s serial number identification; or
(iii) may not conform to an approved type design; or
(iv) may not conform to established industry specifications

3. PROCUREMENT OF AIRCRAFT SPARES

3.1 The Bangladeshi Operators/Owners/AMO and the applicable certifying staffs (i.e.
authorised maintenance personnel and stores inspectors) employed by them shall ensure
that only the aircraft appliances/aircraft materials/aircraft parts/aircraft spares complying
with the under mentioned conditions are installed on Bangladesh registered aircraft:
(a) “New” aircraft spares, parts, materials, appliances including engines, propellers
and rotors;
(b) “Overhauled” or “Restored” or “Reconditioned” aircraft spares, parts, appliances
(components) including engines, propellers and rotors;

Issue-3 13 July 2010

 Page 4 ANO B.14

(c) “Repaired” aircraft appliances and spares, but excluding engines, propellers
(variable pitch) and rotors; However, the repaired engines, propellers (variable
pitch) and rotors as mentioned below, may be installed:

(i) “Repaired” engines, propellers and rotors provided the concerned

engine(s), propeller(s) and rotor(s) has been earlier removed from
Bangladesh registered aircraft for rectification of snags/defects etc.; and
(ii) “Repaired” engines, propellers (variable pitch) and rotors as provided
under the Section 8 of this Order to meet emergency requirements e.g.
aircraft on ground (AOG) situation only.

3.2 New Aeronautical products should be obtained from the original manufacturer provided
the products have been produced under Parts Manufacturing Approval (PMA) or
Production Certificate (PC) or Technical Standard Order (TSO) under Federal Aviation
Regulation (FAR) of the USA or equivalent authorisation of EASA and shall be
accompanied by an appropriate Authorised Release Certificate.

3.3 It shall be ensured that all aeronautical products manufactured are acceptable to the
Chairman as per the ANO (AW) A.1. Similarly, it must be ensured that all aeronautical
products are overhauled/ restored/ reconditioned/ repaired by the concerned maintenance
organisation(s) approved by the Chairman or pre-accepted by the Chairman (i.e. formal
acceptance of the Chairman has to be obtained by the Operator/Owner in each case). The
products shall be accompanied by history cards/data giving up-to-date status of
compliance with components service bulletins, airworthiness directives and appropriate
Authorised Release Certificate or other equivalent document acceptable to the Chairman
as mentioned in the Appendix-1 of this Order.

3.4 Aeronautical products may also be obtained from Supply and Stores organisation
(stockists) approved by the Chairman under the ANO (AW) C.4 and holding a valid
Certificate of Approval issued by the Chairman. The Supply and Stores organisation
shall only distribute Aeronautical products obtained from sources (i.e. manufacturers and
AMOs) approved by the Chairman.

3.5 Where aircraft spares, coming from a country other than the country in which they were
manufactured, are to be purchased or installed or used, the Airworthiness and
Engineering Licensing Division (AELD) shall be consulted first for confirmation as to
the type of documents that shall be required in respect of the aircraft spares as evidence
that the aircraft component or part or materials were certified by the competent authority
of the country of manufacture and that they were adequately maintained in a serviceable
condition during transit through the country of purchase.

3.6 Where aircraft spares from countries other than those listed in the Appendix -1 to this
ANO are to be purchased or installed or used, the Chairman shall first be consulted as to
the type of documents that shall be required in respect of the aircraft spares.

3.7 Purchase orders placed to the suppliers of aircraft spares should specify the following:
(a) The full description and identity of the item to be supplied, including part numbers
and/or specifications, modification status, any special finishes or features and any
coding or identification relating to certification or type approval status (such as
FAA TSO number);
(b) The exact type of manufacturing certification and any supporting technical
documentation to be provided:

Issue-3 13 July 2010

 Page 5 ANO B.14

(i) if the supplier is the manufacturer of the item, or

(ii) if the supplier is not the manufacturer or approved repair agency for the item.

(c) That a certification be made by the supplier, when dispatching the aircraft spares:
(i) the item supplied comply in all respects with the description; and
(ii) if the supplier is not the manufacturer or approved repair agency of the item,
the certified copy of the required manufacturing certification and technical
documentation have been forwarded with the shipped item, the item is in the
same condition as when received and the original copy of the required
Authorised Release Certificate or equivalent documents are available and are
on file with the supplier.

4. MAINTENANCE OF AIRCRAFT SPARES

4.1 Maintenance: The holder of a Certificate of Approval as aircraft maintenance

organisation, while carrying out maintenance on an aircraft component, shall not install
or use in that aircraft component, parts or material from an another aircraft component
unless: -
(a) It complies with the rule 197 of the Civil Aviation Rules, 1984;
(b) It is serviceable; and
(c) Where maintenance has been carried out on the aircraft component or aircraft
parts by another person, it has been returned under cover of an Authorised Release
Certificate issued by CAAB approved AMO or a document of a kind specified in
the appendix-1 to this ANO or a document otherwise specified or approved by the
Chairman.

5. USE OF AERONAUTICAL PRODUCTS

5.1 When maintenance is performed on a Bangladesh aircraft or on a component of a

Bangladesh aircraft, it is essential to ensure, inter alia (i.e. among other things), that any
new or replacement parts fitted serve their intended purpose and achieve a fully
airworthy result.

5.2 When maintenance is performed on a Bangladesh aircraft or on a component of a

Bangladesh aircraft, it is essential to ensure that no "used" or "repaired" parts or material
are used for assembly of the component.

5.3 To ensure that a component or part is serviceable and eligible for installation in such an
aircraft or one of its component, the rule 197 of the CARs, 1984 and the ANO B.3 titled
"Maintenance Certification Systems" establishes procedures to be followed in the
handling and certification of such aircraft components, parts and materials. In
particulars, this ANO directs that where a person receives an aircraft part or aircraft
material from another person, that first mentioned person shall not hold the aircraft part
or aircraft material in an approved Store and Distribution organisation and shall not
install or use the aircraft part or aircraft material on a Bangladesh aircraft or in a
component of such an aircraft unless that part or material was received from that other
person under cover of a certificate or document of a kind specified in this Order.

Issue-3 13 July 2010

 Page 6 ANO B.14

5.4 The types of certification and document, which are acceptable to the CAAB, are
mentioned in the Appendix-1 to this Order and the text shall be in English language.
Such a document shall not be considered to be of a specified or approved kind unless:

(a) It is the original or a copy issued by the originator;

(b) It identifies the originator; and
(c) It states the quantity of and fully describes each item the document covers, by
name, part number and/or specification and serial number if applicable.

5.5 The procedures for use of aircraft spares under parts pool agreement on Bangladesh
registered aircraft during maintenance outside Bangladesh are detailed in the section 8 of
this Order.

6. PROCUREMENT SOURCES

6.1 As a general principal, it may be assumed that aeronautical products purchased as spares
directly from the original manufacturer of an aircraft, engine, propeller or equipment will
be acceptable provided that the appropriate certification is made, although that
manufacturer may have sub-contracted the production of the parts and in some cases,
may have arranged for direct shipment by the contractor.

6.2 It should not be concluded from the above that orders for such parts may safely be
placed directly on subcontractor. Because in such a case, the sub-contractor may no
longer be subject to the same controls as applicable for the manufacturer. The fact that a
company producing aeronautical products is a known entity and the current sub-
contractor for those parts aids confidence, but the company must still be regarded as a
manufacturing source in its own right and due consideration must given to source
adequacy and certification as outlined in the foregoing paragraphs.

6.3 It follows from the above that aircraft parts or materials must not be purchased unless
they are to be supplied under cover of a document of the kind listed in the Appendix -1
to this Order.

6.4 If the aircraft spares are procured or purchased from the Distributor, extra care is
required on the part of the user. In cases where the responsible authority provides for the
approval of distributors, the user is responsible for determining the scope of the
approval.

6.5 No certification given by such agencies can relieve the user of his responsibility for
ensuring that the purchased aeronautical products are of the required build standard and
are of acceptable manufacturing origin. The CAAB expects that each Bangladeshi
Operator/Owner/AMO should carry out Quality Audit of the foreign AMOs and Supply
and Stores organisation (stockists) for compliance with the requirements of this Order
before enlistment of them as a possible source of procurement or exchange of
aeronautical products.

6.6 The user must still apply the considerations detailed in the Section 4 of this Order and
ensure that his purchase order contains appropriate details and requirements. It is
particularly important that the purchase order should, as a minimum, require the

Issue-3 13 July 2010

 Page 7 ANO B.14

distributor to declare the country of manufacturer of the aeronautical products and the
type of certification provided by the manufacturer. The user will then be able to judge
the value of that certification as evidence of acceptable manufacturing origin.

6.7 The extent to which the user can rely upon statements or declarations made by a
distributor will vary according to the user’s experience with that particular distributor.
The verification procedures identified in the Section 5 of this Order must be applied to a
degree consistent with gaining adequate confidence in that particular supplier.
6.8 Continuous satisfactory supplies over a period of time will help to reduce the need for
verification checks on documentation but the checks should never be completely
abandoned.

7. REPORTING REJECTION OF AIRCRAFT SPARES

7.1 A person receiving aircraft components or aircraft materials under cover of a document
of the kind specified in the Appendix-1 to this Order or a document of the kind
otherwise specified or approved by the Chairman and which because of manufacturing
discrepancies or failure to observe proper quality control procedure during manufacture
or maintenance are unsuitable for use on aircraft, shall make a written notification to the
Chairman containing at least the followings:
(a) Description of components or materials including part drawing or specification
number, serial (if applicable) and where possible a reference to the parts
catalogue in which the part number is listed;
(b) Quantity received and quantity with discrepancies;
(c) Name of holder of certificate of approval or overseas organisation from which the
components or materials were received;
(d) Details of the discrepancies; and
(e) In respect of components and materials not received directly from the
manufacturer, any additional details which could assist in tracing the history of
the goods e.g. manufacturer's identification marking, the name and address of the
certificate of approval holder or overseas organisation which issued the
certificate.

8. PARTS UNDER POOLING AGREEMENT OR ON LOAN/RENT

8.1 While operating Bangladesh registered aircraft outside the country, occasions may arise
for the Operator(s) to utilise parts of similar aircraft from other operator(s) and also the
services of licensed/approved persons from other contracting States for their installation
and certification. In such situation, the rule 199 of the CARs, 1984 prohibits use of any
aircraft component, aircraft material or other things in maintenance of aircraft, if its use
in Bangladesh could be an offence under the CARs. The rule also states that the owner,
operator or pilot-in command of Bangladesh aircraft, when it is outside Bangladesh,
shall not authorize or permit any maintenance to be carried out on the aircraft except by:
(a) The holder of an aircraft maintenance engineer's licence covering that
maintenance;
(b) A person authorized to carry out that maintenance;
(c) A person who is authorized by the appropriate authority of a Contracting State to
carry out on aircraft in that State maintenance of the same kind; or

Issue-3 13 July 2010

 Page 8 ANO B.14

(d) A person who possesses qualifications that are recognised by the Chairman as
sufficient for the purpose.

8.2 It automatically follows from these rules that before using parts, components or the
services of approved/licensed personnel from other contracting states, it is necessary that
the details of the airworthiness system prevailing in that country is intimated to
Chairman, CAAB for his approval.

8.3 Parts pooling between the various Operators is a recognised international practice and an
Operator enters into parts pooling agreement with other Operators for utilising the parts,
components and services of approved personnel/licensed personnel for carrying out
repairs to their aircraft when operating outside the country of registration. It is necessary
that whenever an Operator enters into such parts pooling agreement, it should be
approved by the airworthiness authority of the respective countries. This is to ensure that
the airworthiness standards of the country is equivalent in achieving the airworthiness
and safety levels which is prevalent in Bangladesh and no violations to the laid down
standards are carried out.

8.4 Aircraft components obtained from another Operator or Maintenance Organisation shall
not be installed on Bangladesh registered aircraft without the required Authorised
Release Certificate or equivalent document. Only in the case of an Aircraft on Ground
(AOG) situation, and subject to the aircraft component being accompanied with a
“Serviceable Tag” issued by an approved maintenance organisation of an Operator, who
is a member of the International Airline Technical Pool (IATP) spare pool agreement
and in which participation has been approved by the CAAB, such component may be
installed. The Operators must submit the proposal as per the following details:
(a) Name of the Operator with whom parts pooling agreement is to be entered into; (b)
Location of the stations where such parts will be maintained for pooling
purposes;
(c) The name and address of the airworthiness authority of the country;
(d) The type of aircraft and details of the parts which are to be pooled;
(e) The method of replacement of the loaned parts by appropriately certified parts on
return of the aircraft to the base and return of the loaned parts to the parent
Operator; and
(f) The procedures to ensure that pooled parts and pooled engine are installed as per
the paragraph 3.1 of this Order.

8.5 Normally no parts (except pool engine) should be used from the parts pooled beyond
200 (two hundred) hours or till return of the aircraft to the main base where sufficient
time is available for its replacement. However, the Operator may document the
procedure in the MPM/MCM wherein such parts can continue in service and are
economical to use after outright purchase rather than return to the Owner/Operator.

8.6 The agreement shall also provide for surveillance of airworthiness procedures and
certification of the pool partner (s) jointly by the Airworthiness and Engineering branch
of the CAAB and by the Quality Control branch of the Operator. Such surveillance and
inspection should be conducted at least once in 2 (two) years.

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 Page 9 ANO B.14

8.7 Use of pool or rental engine for limited period and signed statement: The use of pool
or rental engines, for the limited purpose and period not exceeding 500 (five hundred)
hours as covered by the definition in this Order is permitted provided:
(a) The conditions relating to Airworthiness, which must apply for a pooling
agreement to be entered into, are laid down in advance by the operator, agreed by
CAAB and published in the CAAB approved MCM of the operator;
(b) The conditions require consideration not only of the current status of the engine
but also past history of the engine and the source (AMO) of engine overhaul and
repair, which should be proven;

(c) Applicable Airworthiness Directives, mandatory modifications and inspections

have been accomplished.

(e) In addition to the normal Authorised Release Certificate, the Bangladesh operator
must obtain from the overseas Operator/AMO a Signed Statement certifying the
engine (Part No. and Sl. No. be mentioned) is airworthy on the date of release on
loan, declaring restriction (if any) in cycles or hours, etc. relating to inspection,
replacement, or overhaul as necessary to maintain the airworthiness of the engine
during the period of loan; and

(f) In case of Engine(s) type maintained in accordance with an “On Condition”

maintenance programme approved by the Chairman, the complete Engine trend
analysis report including recommendation/comments/findings of the Designated
Analysis Center (DAC) for engine condition trend monitoring (ECTM) approved
by the respective manufacturer of the engine type must have been checked by the
Bangladeshi Operator/Owner and are forwarded.

8.8 Use of engine from approved AMO on long term rental and signed statement:
Where an engine is obtained from the original manufacturer or an engine overhaul
organisation approved by the Chairman, for long term loan or "power-by-the-hour" lease
and the engine has been operated by a non Bangladeshi operator since the last time the
engine was available to the manufacturer/overhauler, it will be acceptable if the
serviceability of the engine is confirmed by the manufacturer/overhauler or his authorized
representative issue a Signed Statement having been satisfied at least that:

(a) The previous operator has declared the engine (Part No. and Sl. No. shall be
mentioned) to be serviceable at the time of removal, or has stated known defects;

(b) All outstanding defects have been rectified;

(c) All defects which were recorded during the term of the previous lease appear to
have been rectified satisfactorily;

(d) Performance of the engine is satisfactory;

Note: This may be by reference to the previous operator's logged data where this is
suitable;

(e) The engine has been stored satisfactorily and has not become deficient since
removal from the aircraft due to the removal of any components;
Issue-3 13 July 2010
 Page 10 ANO B.14

(f) The status of all life-limited components in the engine is clearly defined;

(g) Inspection of the engine by the manufacturer or his authorized representative to a

published schedule has been carried out to the extent necessary to confirm and
certify that the engine is serviceable at the time of dispatch; and

(h) All applicable mandatory modifications and inspections have been accomplished.

8.8.1 In case of Engine(s) type maintained in accordance with an “On Condition” maintenance
programme approved by the Chairman, the complete Engine trend analysis report
including recommendation/comments/findings of the Designated Analysis Center (DAC)
for ECTM approved by the respective manufacturer of the engine type must be checked
by the Bangladeshi Operator/Owner and shall be forwarded to the Chairman.
8.8.2 Statement by the Bangladeshi Operator/Owner/AME: The Concerned AME issuing
Maintenance Release for installation of the pooled or rental engine(s) on Bangladesh
registered aircraft must endorse a statement in the appropriate Worksheet to the effect
below:

“The Engine part no._ Serial No. has been accepted under
the procedures complying with the ANO (AW) B.14, Section 8 issued by the Chairman.”

9. STORING AND DISTRIBUTION OF AERONAUTICAL PRODUCTS AND

SUB-CONTRACTING MAINTENANCE BY AMO/REPAIR STATIONS

9.1 The ANO (AW) C.4 titled Certificate of Approval – Stores and Distribution
Organisations specifically deals with the procedures for approval of Organisations
engaged in storing and distribution of aircraft spares.

9.2 Stockists and Distributors of Aeronautical Products have a significant influence over
preventing the use of unapproved parts, as such must have quality control/assurance
system to ascertain that only the Aeronautical Products accompanied with appropriate
authorised release certificate are accepted. Some States approve stockists and
distributors but others do not.

9.3 In airworthiness terms, role of the Stockists and Distributors is simply that of a holder of
a part and its supporting data for a limited period, the part and data being passed in their
entirety to the purchaser. The most effective control is exercised by the purchaser of the
parts by ensuring that the part is correct and that the documentation truly reflects the
status of the part. Further assurance is provided by the installer purchasing only from
those suppliers having a known satisfactory record.

9.4 Parts distributors may also break down large orders of identical parts into smaller lots for
shipment to end users. In this case they should provide documentation that the parts
came from the original large order and shall attach an attested copy of the original
airworthiness documentation.

9.5 Therefore, all end users (i.e. Operators, Maintenance Organisations) of aeronautical
products are required to have robust contracts with suppliers and quality systems that their
(end users) audit oversight is maintained over Organisation(s) from which the products
are received or/and the AMOs (Repair Stations) by whom the products are
repaired/restored/overhauled.

Issue-3 13 July 2010

 APPENDIX -1
ANO B.14

ACCEPTABLE AIRWORTHINESS DOCUMENTS

1. Subject to paragraph 2 of this Appendix, where an aircraft component or aircraft

material is supplied from a country specified in the First Column of the table at the foot
of this paragraph, the document referred to in this Air Navigation Order shall, as
applicable, be a document of the kind specified in the Second Column of the table
opposite to the country mentioned in the First column.

First Column Second Column

Australia (a) A document identified as a “Release Note” (Form CASA DA 1) and

which contains a statement to the effect that the Release Note is
issued under the authority of a Certificate of Approval granted by
the Secretary to the Department of Aviation and notes the approval
reference number of that Certificate; or
(b) In the case of an aircraft engine or aircraft propeller:
An appropriate Log Book in which all entries required by Air
Navigation orders have been made.

Bangladesh A document identified as an “Authorised Release Certificate”, CA

Form-1, (previously known as Release Note) issued by the supplier who
shall be approved by the Chairman, for the manufacture, overhaul or
stocking and distribution of such items. The document must quote the
authority or reference number of the CAAB approval.

Canada A document identified as the “Authorised Release Certificate”, Form

TC 24-0078

China A document identified as “Authorised Release Certificate” or

“Airworthiness Approval Tag”.

India A document identified as a “Authorised Release Certificate”, CA Form

1, which have been issued under an approval granted by the Indian
Director general of Civil Aviation and quotes the reference number of
that approval.

Member Countries of A document identified as “Authorised Release Certificate” (EASA

the European Aviation Form 1) issued by or on behalf of the respective NAA under reference.
Safety Agency
(EASA)

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 APPENDIX -1
ANO B.14

First Column Second Column

Japan (a) In the case of aircraft engines, propellers and other major aircraft
component for which there is:
(i) a valid Certificate of Type Approval in effect; and
(ii) a valid Airworthiness Certification issued by—
(aa) in the case of new items — the manufacturer; or
(bb) in the case of overhauled items — an approved repair
station,
(cc) - a Japanese Ministry of Transportation 'Form TCF 60-2
Certificate of Airworthiness for Export' issued by the
Japanese Civil Aviation Bureau (J.C.A.B),

(b) in the case of:

(i) aircraft components awarded specification approval; and
(ii) survival equipment or oxygen supply equipment for which
a valid Certificate of Type Approval is in effect or which
meets prescribed inspection requirements of the J.C.A.B— a
Japanese Ministry of Transportation 'Form TCF 60-3“
Airworthiness Approval Tag issued by the J.C.A.B; or

(c) in the case of-

(i) aircraft components not eligible for Form TCF 60-2 or TCF
60-3 certification but which are specifically accepted as
airworthy;
(ii) aircraft components used in the manufacture of an
aircraft component eligible for Form TCF 60-2 or TCF 60-3
certification; and
(iii) approved genuine aircraft components made by the aircraft
manufacturer — a Japanese Ministry of Transportation 'Form
TCF 60-4' Airworthiness Approval Tag issued by the J.C.A.B

New Zealand A document identified as a NZCAA Form 1, issued by or on behalf of

the NZ CAA under reference.

Pakistan (a) A document identified as a “Authorised Release Certificate” which

have been issued under an approval granted by the Pakistan
Director General of Civil Aviation and quotes the reference
number of that approval.

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 APPENDIX -1
ANO B.14

United States of (a) In the case of FAA Class I Products - a USA Federal Aviation
America Administration (FAA) Form 8130-4, Export Certificate of
Airworthiness;
(b) In the case of FAA Class II products - a USA FAA Form 81 30-3
Airworthiness Approval Tag;

(c) In the case of FAA Class III products:

(i) a USA, FAA From 8130-3 Airworthiness Approval Tag; or

(ii) a document issued by the manufacturer of the component
and which contains a certification to the effect that the
component was manufactured under: -

(aa) a Production Certificate granted under USA, Federal

Aviation Regulations (FAR) part 21, sub-part G;

(bb) an FAA Parts Manufacturing Approval (PMA) granted

under USA, FAR Part 21, Sub-part K; or

(cc) a Technical Standard Order (TSO) authorization granted

under USA, FAR part 37, Sub-part A.

(d) In the case of any aircraft component a document issued by an

FAA certificated Repair Station and which quotes the certificate
number issued to that Repair Station under USA, FAR part 145.

Note: Class I, II and III products are defined in USA, FAR Part 21,
section 21. 321. They are briefly described below:

Class I - a complete aircraft, aircraft engine, or propeller.

Class II - a major component of a Class I product; or any part,

material, or appliance, approved and manufactured under
Technical Standard Order (TSO) system in the "C" series.

Class III - any part or component which is not a Class I or Class

II product and includes standard parts, i.e., those designated in
one of the following series:

Air Force-Navy Aeronautical Standard (AN)

American National Standards Institute (ANSI)
British Standards, Aircraft Series (BS)
Military Standards (MS)
Military Specification (MIL-SPEC)
National Aerospace Standards (NAS)
Society of Automotive Engineers (SAE)

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 APPENDIX -1
ANO B.14

2. Notwithstanding anything contained in paragraph 1 above, including the table, a document is

not a document of a kind for the purpose of this Air Navigation Order unless:

(a) It is the original or a copy issued by the originator;

(b) It identifies the originator; and

(c) It states the quantity of and fully describes each item the document covers, by name, part
number and/or specification and serial number if applicable.

Note: The Operators should consult CAAB before procurement of aircraft spares from countries not
listed in this appendix.

Issue-3 Page 4 of 4 13 July 2010

 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS
AIRWORTHINESS REQUIREMENTS

PART-B MAINTENANCE DIRECTIONS

APTER CHAPTER B.15 APPROVAL OF AIRCRAFT MAINTENANCE PROGRAM AND

AIRCRAFT MAINTENANCE SCHEDULES

SECTION NO TITLE
1. INTRODUCTION AND BACK GROUND
2. DEFINITIONS
3. CONTENT OF AIRCRAFT MAINTENANCE SCHEDULE AND
PROGRAMME
4. HUMAN FACTORS IN AIRCRAFT MAINTENANCE AND
AMP/AMS – ACCOUNTABLE MANAGER FOR SAFETY
MANAGEMENT SYSTEMS
5. RELIABILITY PROGRAMME
6. CONDITION MONITORED MAINTENANCE PROGRAMME
7. PRESENTATION OF AMS AND AMP
8. LAY OUT OF THE AMS/AMP
9. APPROVALS AND AMENDMENTS OF AMS AND AMP
APPENDIX-1 SAMPLE COPY OF MAINTENANCE SCHEDULE APPROVAL
DOCUMENT
APPENDIX-2 CONTENT OF THE MAINTENANCE PROGRAM

1. INTRODUCTION AND BACKGROUND

1.1 The Rule 191 of the Civil Aviation Rules 1984 empowers the Chairman to give
direction specifying requirements for maintenance of aircraft registered in
Bangladesh. The requirements of this Order are applicable for Aircraft Maintenance
Program (AMP) and/or Aircraft Maintenance Schedules (AMS) as are required for
aircraft registered in Bangladesh or for aircraft under the holder of Air Operator
Certificate (AOC) issued by the Chairman.

1.2 The AMP/AMS are required to be approved in accordance with the Rule 191 (3) of
the CARs 1984 and the ANO (AW) B.2, Part-M issued by the Chairman.

1.3 In the early days of aviation, aircraft maintenance schedules were very simple without
any analytical basis and the idea of scheduled maintenance in terms of proactive
prevention of in-flight failures did not exist at that time. Entry of large jet aircraft
resulted formation of Maintenance Steering Group (MSG) committee, which
developed decision logic for scheduled maintenance as mentioned below:

Issue: 04 14-01-2021
 Page 2 ANO B.15

(a) MSG-1(1968): Scheduled maintenance program for B-747 based on Overhaul

and On-Condition concepts.

(b) MSG-2 (1970): ATA Task Forces revised MSG-1 and introduced Condition
Monitored Maintenance Program for the initial development of L-1011, DC-10,
and B-737-300/400/500. In 1972, the association of European Airlines
developed EMSG, the initial maintenance program for A-300 and Concorde
aircraft.
(c) MSG-3 (1980): ATA Task Force improved upon MSG-2 and through
integrating the advances achieved from Reliability Centered Maintenance
(RCM), developed Maintenance program for B-767, B-757, B-747-400, A-
310, A-320 aircraft.

(d) MSG-3 (Rev. 1) made further improvement and cost saving to develop AMP for
B-777, MD-11, MD-90, A-340, A-330 aircraft.

(e) MSG-3 (Rev. 2) provided guidelines on development of CPCP and AMP for
B737-600/700/800 and B-717 aircraft.

2. DEFINITIONS
2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2, 183
and 234 of the Civil Aviation Rules, 1984 shall apply. Where a particular definition
is not given under the rules, the under mentioned definitions shall apply:
(a) “Certification Maintenance Requirements (CMR)” means a recurring flight
crew or ground crew check that is required by design to help show compliance
with the appropriate type certification requirements by detecting the presence of,
and thereby limiting the exposure time to, a significant latent failure.
(b) "Condition monitoring" means, a primary maintenance process which is "non"
preventive, having neither Hard Time nor On-Condition elements, but one in
which information on items gained from operational experience is collected,
analyzed and interpreted on a continuing basis as a means of implementing
corrective process.
(c) "Condition monitored maintenance" means, formalized application of the
primary maintenance processes i.e. Hard Time, On-Condition and Condition
Monitoring, to specific items as prescribed in the approved maintenance
schedule. The controlling activity of Condition Monitored Maintenance is
condition monitoring irrespective of whether condition monitoring is prescribed
as a primary maintenance process in the approved maintenance schedule or not.
(d) "Critical parts" means, those parts, where the failure analysis by the
manufacturer shows that the part must achieve and maintain a particularly high
level of integrity if hazardous effects are not to occur at a rate extremely
remote.
(e) "Engine condition trend monitoring (ECTM)" means, all processes (e.g.
Boroscope inspection, Spectrographic Oil Inspection Program-SOAP etc.) by
which the condition of the engine is monitored during operation, including
scheduled maintenance inspection.
(f) "Extremely remote" means, an unlikely event which may occur when
considering the total operational life of a number of aircraft/engine of the type,
but nevertheless, has to be regarded as being possible.(in numerical values a
probability in the range 10-7 to 10-9 per hour of flight).

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 Page 3 ANO B.15

(g) "Hard time" means, a preventive primary maintenance process in which known
deterioration of an item is limited to an accepted level by the maintenance
actions which are at periods related to time in service (e.g. calendar time,
number of cycles, number of landings). The prescribed actions normally include
servicing and such other actions as Overhaul, Partial Overhaul, in accordance
with instructions in the relevant manuals, that the item concerned (e.g. system,
component, and portion of structure) is either replaced or restored to such a
condition that it can be released for service for further specified period.

(h) "Minimum equipment list (MEL)” means, a list of items, which may be
inoperative for flight under specified conditions.

(i) "Maintenance program" means, an approved document which describes the

specific scheduled maintenance tasks and their frequency of completion and
related procedures, such as a reliability program, necessary for safe operation of
those aircraft to which it applies.

(j) "Maintenance schedules" means, an approved document containing a list of

items to be inspected, calibrated, tested, overhauled, replaced, serviced or
otherwise maintained at specified intervals for each aircraft, and details the
periods at which maintenance certification shall be issued.
(k) "Maintenance significant items (MSI)” means, the functional system items,
which are important from a safety or reliability standpoint and formulate
candidates for maintenance steering group (MSG) analysis.
(l) "On condition (OC)” means, a preventive primary maintenance process, but
one in which an item is inspected or tested, at specified periods, to an
appropriate standard in order to determine whether it can continue in service
(such an inspection or test may reveal a need of servicing actions). The
fundamental purpose of On-Condition is to remove an item before its failure in
service.

(m) "Sampling program" means, a program, which involves the examination

and/or test of selected items at prescribed intervals in order to reveal possible
unsatisfactory conditions.
(n) "Structural significant item (SSI)” means the detail, element or assembly
identified by the manufacturer, which contributes significantly to carrying
flight, ground, pressure or control loads and whose failure could affect the
structural integrity necessary for the safety of the aircraft.

3. CONTENTS OF AIRCRAFT MAINTENANCE SCHEDULE AND PROGRAM

The contents of Aircraft Maintenance Program (AMP) shall be in accordance with the
outline given in Appendix-2.

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 Page 4 ANO B.15

4. HUMAN FACTORS IN AIRCRAFT MAINTENANCE & AMP/AMS-

ACCOUNTABLE MANAGER FOR SAFETY MANAGEMENT SYSTEMS

4.1 The ICAO Annex 6, Chapter 8 requires that the training program established by the
maintenance organisation must include:

(a) Training knowledge and skills related to human performance and

(b) The design and application of the operator’s maintenance program to observe
human factors principles.
4.2 ICAO Doc. 9683-AN/950 provides guidelines on human factors elements in aircraft
maintenance and inspection. The operators should prepare their AMS/AMP taking into
consideration elements of Human Factors Limitations and effective counter measures.

4.3 The head of continuing airworthiness management functions of an operator shall be

responsible for ensuring that the training program of the organisation and the AMS/AMP
complies with the requirements of this order. The head of quality assurance system of an
operator shall be responsible to monitor that the training program of the organisation and
the AMS/AMP complies with the requirements of this order.

4.4 An operator holding Category “A” Air Operator Certificate (AOC) for Schedule, non-
schedule passenger & cargo, both in international and domestic sectors, should have an
accountable Manager (official) responsible for Safety Management Systems (SMS)
including Human factors awareness and performance as mentioned below:

(a) Implementation and Organisation: Achieved through emphasizing good maintenance

practices, human factors awareness training and commitment of the top level
management to improve human factors awareness and performance within the
organisation.

(b) Error management program:

(i) Error reduction; and

(ii) Error containment.

(c) Communication and maintenance resource management:

(i) Balance of technical skills and social skills in order to improve the
workplace communication amongst all concerned staff members, both
technical and non-technical; and
(ii) Better management of maintenance resources i.e. Maintenance
Resource Management (MRM), which is a general process for improving
communication, effectiveness and safety in aircraft maintenance
operations in the same way as CRM for the flight crews.

(d) Inspection and quality systems:

(i) By establishing an independent quality assurance system to monitor

compliance with and adequacy of the procedures; or
(ii) By providing a system of inspection to ensure that all maintenance is
properly performed.

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 Page 5 ANO B.15

(e) Error management in aircraft maintenance:

(i) Minimize the probability of error by the individual or team;

(ii) Reduce the error vulnerability of particular tasks or task elements;
(iii) Discover, assess and then eliminate error-producing and violation
producing factors within the workplace;
(iv) Diagnose organisational factors that create error-producing factors within
the individual, team, task or workplace;
(v) Identify and improve practices which enhance error detection;
(vi) Increase the error tolerance of the workplace or system;
(vii) Make latent conditions more visible to those who operate and manage the
system;
(viii) Identify and improve the organisation’s intrinsic resistance to human
error; and
(ix) Emphasize “good maintenance practices”.

(f) Error capture through:

(i) Functional check;
(ii) Leak check;
(iii) Ground run; and
(iv) Duplicate inspections etc.

(g) Environmental interventions:

(i) Access to the work area itself;
(ii) Storage and retrieval of tools, test equipment, parts, materials etc;
(iii) Sound and noise;
(iv) Work platforms;
(v) Lighting; and
(vi) Temperature, humidity and airflow etc.

(h) Ergonomic interventions:

(i) To determine what the maintenance personnel are required to do;
(ii) To identify what information, tools, controls and procedures are needed;
and
(iii) To provide those elements in their proper size, form and format.

(i) Documentary intervention in designing of AMS/ AMP:

(i) Task or job sequences which are likely to reduce the probability or effect
of error in its application;
(ii) Work packages which suits an operator’s specific operation (e.g. overnight
packages); and Task or job or work cards or sheets which meet a standard
for good document design.

(j) Fatigue intervention: Adverse effect of tiredness and fatigue due to excessive
hours of duty and shift working causing impaired performance in quality of the
accomplished work.

Note: Detail guidelines are given in the ICAO Doc. 9824 titled Human factors for aircraft
maintenance manual, which may be referred by the operators while preparing their
AMS/AMP.

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 Page 6 ANO B.15

5. RELIABILITY PROGRAM

5.1 The purpose of a Reliability Program is to ensure that the AMP tasks are effective and their
periodicity is adequate. Through reliability program, operators of aeroplanes over 5700 kg
or helicopters over 3175 kg maximum certificated take-off mass shall monitor and assess
maintenance and operational experience with respect to continuing airworthiness. There are
a number of maintenance reliability programs in operation that use new and improved
maintenance management technique. All such programs are designed to supplement the
operator’s overall program for maintaining aircraft in a continuous state of airworthiness.
However, the basic goals are the same – to recognize, access, and act upon meaningful
symptoms of deterioration before malfunction or failure in order to establish and monitor
maintenance requirements. Therefore, each operator should select the most suitable
Reliability Program.

5.2 Minimum required essentials of operators’ reliability program are:

(a) Organization structure;

(b) Data collection system;
(c) Data analysis and display;
(d) Performance standard;
(e) Establishing initial standard;

(i). Pilot reports per 1000 aircraft departures; and

(ii). Pilot reports per 1000 aircraft hours.
(f) Establishing alert values statistically;
(g) Corrective action;
(h) Maintenance interval adjustment and process change; and
(i) Program revision.

Note: Operator having less than 2 (two) aircraft of same type are not required to have an Alert
Program/level.

5.3 TURBINE ENGINE RELIABILITY FOR APPROVED OPERATIONS BY SINGLE-

ENGINE TURBINE-POWERED AEROPLANES AT NIGHT AND/OR IN
INSTRUMENT METEOROLOGICAL CONDITIONS (IMC):

Single-engine turbine-powered aeroplanes approved to operate at night and/or in IMC shall

have tocomply with the under mentioned requirements related to the turbine engine
reliability:
5.3.1 Turbine engine reliability shall be shown to have a power loss rate of less than 1
per 100000 engine hours.

Note: Power loss in this context is defined as any loss of power, the cause of which may
be traced to faulty engine or engine component design or installation, including design or
installation of the fuel ancillary or engine control systems.

5.3.2 The operator shall be responsible for engine trend monitoring.

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5.3.3 To minimize the probability of in-flight engine failure, the engine shall be
equipped with:

(a) An ignition system that activates automatically, or is capable of being

operated manually, for take-off and landing, and during flight, in
visible moisture;

(b) A magnetic particle detection or equivalent system that monitors the engine,
accessories gearbox, and reduction gearbox, and which includes a flight
deck caution indication; and

(c) An emergency engine power control device that permits continuing operation of
the engine through a sufficient power range to safely complete the flight in the
event of any reasonably probable failure of the fuel control unit.

5.4 Approval and Monitoring of Reliability Program:

5.4.1 The programs are to be approved and monitored by CAAB. Operators’

application for approval shall be accompanied by the document describing
Reliability Program operation. The document shall contain the essentials of
system operations as mentioned in the paragraph 5.2 of this order and in
compliance with any additional requirements of the Chairman, because of the
particular program or character of the maintenance organisation involved.

5.4.2 The procedures for implementing revisions to the program shall be

described in sufficient detail to identify the isolated areas which require
CAAB’s approval. The AOC holder should also identify the segment of the
organisation having overall responsibility for the approval of amendments to the
program. The areas involving program revision which require CAAB approval
include:

(a) Reliability measurement;

(b) Changes involving performance standards, including instructions relating
to the development of these standards;
(c) Data collection and analysis;
(d) Data analysis methods and application to the maintenance program;
(e) Procedures for adding or deleting systems or components; and
(f) Procedures for transferring systems or components to other programs.

5.4.3 When evaluating program revision procedures, due consideration should also be
given to the followings:

(a) Does the program provide for periodic review to determine if the
established performance standard is still realistic or in need of
recalculation?

(b) What distribution is given to revisions that have been approved?

(c) Are the overhaul and inspection periods, work content and rescheduled
maintenance activities controlled by reliability methods reflected in the
appropriate maintenance manuals?

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5.4.4 Operator shall hold meeting of the Reliability Board at an interval not
exceeding 3 (three) months. Operator shall forward the reliability report to
AELD once in 3 (three) months.

5.5 Operational Restrictions: In the event that an acceptable level of reliability is not
maintained, that significant adverse trends exist, or that significant deficiencies are
detected in the type design or the conduct of the operation, the CAAB may initiate
special evaluation or impose operational restrictions, if necessary, and stipulate
corrective action for the operator to adopt to resolve the problems in a timely manner
and will notify and alert the certificating authority of the State of the Design.

5.6 Operator should refer to the current issue of the following documents for guidance to
adopt and develop its own Reliability Program, which is a mandatory requirement for
Aircraft Maintenance Program based on MRB report and procedures:

(a) FAA Advisory Circular (AC) No.120-17A, titled Maintenance control

reliability method; and

(b) ICAO Doc. 9760 titled Airworthiness Manual, Volume I, and Chapter 6.6.
6. CONDITION MONITORED MAINTENANCE PROGRAM

6.1 Condition Monitoring Program: The maintenance program introduced through

MSG-1 and 2 provides for application of the three Primary Maintenance Process i.e.;
Hard Time (HT), On-Condition (OC) and Condition Monitoring (CM), is known as
Condition Monitored Maintenance Program (CMMP). In general terms, HT and OC
both involve actions directly concerned with preventive failure, whereas CM is not a
Preventive Maintenance.

6.2 In this program, functional conditions of systems or components are monitored

without disturbing them in their installed environment. The program is based on the
establishment of acceptable performance as base line data. Internal and external
leakage, functional testing, and unit tear down analysis are the factors used to
determine the base line.

6.3 Condition monitoring is not acceptable as the primary maintenance process for any
items failure mode of which can produce a hazardous:

(a) Increase in crew workload,

(b) Degradation of flight qualities, performance or strength of the aircraft,

(c) Fire, or which can result in the necessity for an unscheduled landing, marginal
conditions for occupants or injury to occupants.

6.4 Operators should refer to the current issue of the following documents for guidance to
adopt and develop his own Condition Monitoring Program, which is mandatory
requirement for a CMMP:
(a) UK CAA Publication No. CAP 418 titled Condition Monitored Maintenance:
An Explanatory Handbook; and

(b) UK CAA Publication No. CAP 562 titled Civil Aircraft Airworthiness
Information and Procedures Leaflet No. 1-7.

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7. PRESENTATION OF AMS AND AMP

7.1 An AMS / AMP shall be submitted in 3 (three) rings binder (height of the binder not
exceeding 12.25 inch and of appropriate thickness).

7.2 Title of the document (e.g. AMS or AMP as appropriate) and Name of the operator
(e.g. XYZ airlines as appropriate) shall be mentioned on the front face and the Spine
side of AMS / AMP.

7.3 Pages of the AMS /AMP should be printed on thick paper, preferably having thickness
of 100 GSM or above to reduce possibility of tearing from the binder during frequent
reference and handling.

7.4 Divider pages shall be placed in between each Chapters or Sections.

8. APPROVALS AND AMENDMENTS OF AMS AND AMP

8.1 The customized AMS/AMP shall be prepared, checked and certified by authorized
persons against the maintenance review board report/equivalent documents of the
manufacturer and maintenance planning document and other applicable referenced
documents.

8.2 The operator shall submit the customized AMS/AMP to the Chairman along with the
applicable reference documents and duly filled in compliance check list as given in the
Appendix-2 of this order for scrutiny and approval at least 39 (thirty) days before
commencement date of operation.

8.3 The CAAB will accord approval of an AMS/AMP by issuing an approval document to
the applicant in respect of the AMS/AMP. A specimen copy of the approval documents
is shown in the Appendix-1 of this order. Depending upon the maintenance
schedule/program of each operator, the contents of the approval document may slightly
vary. A copy of the approval documents shall be placed at the beginning of each copy
or the first volume of the each approved schedule and/or program.

8.4 The procedures for implementing revisions to the AMS/AMP should be described in
sufficient detail to identify the isolated areas which require AELD approval. The AOC
holder should also identify the segment of the organization having overall
responsibility for the approval of amendments to the program. The area involving
program revision which require AELD approvals include:

(a) Escalation of check cycles interval;

(b) Escalation of components life; and
(c) Changes in the maintenance process.

8.5 When evaluating revision to AMS or AMP, consideration should be given to the
followings:

(a) Does the program provide for periodic review to determine if the established
performance standard is still realistic or in need of recalculation?

(b) Are the overhaul and inspection periods, work content and rescheduled maintenance
activities controlled by reliability methods reflected in the appropriate maintenance
manuals?
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 Appendix-1
ANO B.15

CAAB Ref.: CAA/5513/ /AELD Dated: 2nd December, 2001

MAINTENANCE SCHEDULE APPROVAL (Specimen copy)

OPERATOR : FRIENDS AIRLINES

AIRCRAFT APPLICABILITY : F-28 MARK 4000
SCHEDULE APPROVAL REF. NO. : CAA/5513/XX /AELD

This maintenance schedule as identified above is approved subject to compliance with the
following:

1. Requirements of this schedule are to be completed within the specified periods and
Maintenance Release certificate or Certificate to Release to Service must be issued
following completion of maintenance inspection as specified in approved MCM/AMP
and shall be valid up to next equivalent check.

2. Maintenance Release certificate shall be issued in the form as shown in the current
issue of ANO chapter B.3, or as specified in the approved MCM and the signatories
shall be Aircraft Maintenance Engineers licensed in Categories "A" (Airframe), "C"
(Engines), “E” (Electrical),“I”(Instrument) and "R"(Radio) or B.1 and /or B.2 and /or C
as may be applicable for the particular check.

3. At the time of issue of Maintenance Release certificate or Certificate to Release to

Service, no defect in respect of any item(s) which is related to the airworthiness of the
aircraft shall be carried forward.

4. It is the responsibility of the operator to ensure that the recommendations issued by the
aircraft or equipment manufacturers in the Maintenance Manuals, recommended
Maintenance Schedule, Service Bulletins and other technical services information and
relevant information issued by the CAAB are evaluated. Where appropriate, the
operator must initiate the Maintenance Schedule amendment action with the CAAB.

5. Implementation of this schedule is to be controlled by documents/records which will

enable persons authorized to make certifications as to their satisfaction that the
requirements of the schedule have been complied with.

6. Any references to this schedule in aircraft/engine log books and technical records must
include CAAB's schedule approval reference.

7. In addition to the performance of the maintenance actions prescribed in the schedule,

compliance shall also be established with all appropriate mandatory requirements
issued by the Airworthiness Authority of the State of Design of the aircraft and all
appropriate mandatory modification/ inspection requirements issued by the CAAB.

8. A copy of this Approval document shall be attached to each copy of the Approved
Maintenance Schedule and the schedule must be made available to persons responsible
for ensuring compliance with the maintenance schedule at locations where
requirements of the schedule are being implemented.

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9. (Enter name of the operator) shall establish and maintain a Reliability and Condition
Monitoring Program, including publication of periodical reports, which gives visibility
to Approved Maintenance Schedule problem areas and deterioration trends regarding
Airframe, Power plant systems and components and proposes changes to improve such
conditions.

10. The Maintenance Schedule Approval will be revised only when there is a change in the
interval requirements for issue of Maintenance Release as mentioned in the sub-
paragraph 1 of this approval document.

11. Amendment to this schedule shall not be made without written approval of the CAAB.
Non-compliance with any of the foregoing conditions will invalidate this approval.

Signature

(Name of the Official)

Designation of the Official
Airworthiness & Engineering Licensing
For Chairman Civil Aviation Authority of
Bangladesh

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Contents of the maintenance program

1. General requirements

1.1. The maintenance program should contain the following basic information:

1.1.1. The type/model and registration number of the aircraft, engines and, where
applicable, auxiliary power units and propellers

1.1.2. The name and address of the owner or operator managing the aircraft airworthiness.

1.1.3. The reference, the date of issue and issue number of the approved maintenance
program.

1.1.4. A statement signed by the owner or operator managing the aircraft airworthiness to
the effect that the specified aircraft will be maintained to the program and that the
program will be reviewed and updated as required.

1.1.5. Contents/list of effective pages and their revision status of the document.

1.1.6. Check periods, which reflect the anticipated utilization of the aircraft. Such
utilization should be stated and include a tolerance of not more than 25%. Where
utilization cannot be anticipated, calendar time limits should also be included.

1.1.7. Procedures for the escalation of established check periods, where applicable and
acceptable to the competent authority of registry.

1.1.8. Provision to record the date and reference of approved amendments incorporated in
the maintenance program.

1.1.9. Details of pre-flight maintenance tasks that are accomplished by maintenance staff.

1.1.10. The tasks and the periods (intervals/frequencies) at which each part of the aircraft,
engines, APU's, propellers, components, accessories, equipment, instruments,
electrical and radio apparatus, together with the associated systems and installations
should be inspected. This should include the type and degree of inspection required.

1.1.11. The periods at which components should be checked, cleaned, lubricated,

replenished, adjusted and tested.

1.1.12. If applicable details of ageing aircraft system requirements together with any
specified sampling programs.

1.1.13. If applicable details of specific structural maintenance programs where issued by the
type certificate holder including but not limited to:

a. Maintenance of structural Integrity by damage Tolerance and Supplemental

Structural Inspection Programs (SSID).
b. Structural maintenance programs resulting from the SB review performed by the TC
holder.

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c. Corrosion prevention and control.

d. Repair Assessment.
e. Widespread Fatigue Damage

1.1.14. If applicable, details of Critical Design Configuration Control Limitations together

with appropriate procedures.

1.1.15. If applicable a statement of the limit of validity in terms of total flight

cycles/calendar date/flight hours for the structural program in 1.1.13.

1.1.16. The periods at which overhauls and/or replacements by new or overhauled

components should be made.

1.1.17. A cross-reference to other documents approved by the competent authority which

contain the details of maintenance tasks related to mandatory life limitations,
Certification Maintenance Requirements (CMR's) and ADs.

Note: To prevent inadvertent variations to such tasks or intervals these items should not be
included in the main portion of the maintenance program document , or any planning
control system, without specific identification of their mandatory status.

1.1.18. Details of, or cross-reference to, any required reliability program or statistical
methods of continuous Surveillance.

1.1.19. A statement that practices and procedures to satisfy the program should be to the
standards specified in the TC holder's Maintenance Instructions. In the case of
approved practices and procedures that differ, the statement should refer to them.

1.1.20. Each maintenance task quoted should be defined in a definition section of the
program.

2. Program basis
2.1 An owner or operator's aircraft maintenance program should normally be based upon
the MRB report, where applicable, and the TC holder's maintenance planning document
or Chapter 5 of the maintenance manual, (i.e. the manufacturer's recommended
maintenance program). The structure and format of these maintenance
recommendations may be re-written by the owner or operator to better suit the
operation and control of the particular maintenance program.

2.2 For a newly type-certificated aircraft where no previously approved maintenance

program exists, it will be necessary for the owner or operator to comprehensively
appraise the manufacturer's recommendations (and the MRB report where applicable),
together with other airworthiness information, in order to produce a realistic program
for approval.

2.3 For existing aircraft types it is permissible for the operator to make comparisons with
maintenance programs previously approved. It should not be assumed that a program
approved for one owner or operator would automatically be approved for another.
Evaluation should be made of the aircraft/fleet utilization, landing rate, equipment fit
and, in particular, the experience of the owner or operator when assessing an existing
program. Where the competent authority is not satisfied that the proposed maintenance
program can be used as is, the competent authority should request appropriate changes
such as additional maintenance tasks or de-escalation of check frequencies as necessary.

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2.4 Critical Design Configuration Control Limitations (CDCCL): If CDCCL have been
identified for the aircraft type by the TC/STC holder, maintenance instructions should
be developed. CDCCL's are characterized by features in an aircraft installation or
component that should be retained during modification, change, repair, or scheduled
maintenance for the operational life of the aircraft or applicable component or part.

3. Amendments

Amendments (revisions) to the approved maintenance program should be made by the

owner or operator to reflect changes in the TC holder's recommendations, modifications,
service experience, or as required by the competent authority.

4. Permitted variations to maintenance periods

The owner or operator may only vary the periods prescribed by the program with the
approval of the competent authority or through a procedure developed in the maintenance
program and approved by the competent authority.

5. Periodic review of maintenance program contents

5.1. The owner or operator's approved maintenance programs should be subjected to

periodic review to ensure that they reflect current TC holder's recommendations,
revisions to the MRB report if applicable, mandatory requirements and the
maintenance needs of the aircraft.

5.2. The owner or operator should review the detailed requirements at least annually for
continued validity in the light of operating experience.

6. Reliability Programs

6.1 Applicability

6.1.1. A reliability program should be developed in the following cases:

(a) the aircraft maintenance program is based upon MSG-3 logic

(b) the aircraft maintenance program includes condition monitored components
(c) the aircraft maintenance program does not contain overhaul time periods for all
significant system components
(d) when specified by the Manufacturer's maintenance planning document or MRB.

6.1.2. A reliability Program need not be developed in the following cases:

(a) the maintenance program is based upon the MSG-I or 2 logic but only contains hard
time or on condition items
(b) the aircraft is not a large aircraft according to Part-M
(c) the aircraft maintenance program provides overhaul time periods for all significant
system components.

Note: for the purpose of this paragraph, a significant system is a system the failure of
which could hazard the aircraft safety.

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6.1.3. Notwithstanding paragraphs 6.1.1 and 6.1.2 above, an operator may however,
develop its own reliability monitoring program when it may be deemed beneficial
from a maintenance planning point of view.

6.2 Applicability for operator of small fleets of aircraft

6.2.1. For the purpose of this paragraph, a small fleet of aircraft is a fleet of less than 6
aircrafts of the same type.

6.2.2. The requirement for a reliability program is irrespective of the operator's fleet size.

6.2.3. Complex reliability programs could be inappropriate for a small fleet. It is

recommended that such operator tailor their reliability programs to suit the size and
complexity of operation.

6.2.4. One difficulty with a small fleet of aircraft consists in the amount of available data
which can be processed: when this amount is too low, the calculation of alert level
is very coarse. Therefore "alert levels" should be used carefully.

6.2.5. An operator of a small fleet of aircraft, when establishing a reliability program,

should consider the following:

(a) The program should focus on areas where a sufficient amount of data is likely to be
processed.

(b) When the amount of available data is very limited, the operator's engineering
judgement is then a vital element. In the following examples, careful engineering
analysis should be exercised before taking decisions:

• A "O" rate in the statistical calculation may possibly simply reveal that enough
statistical data is missing, rather that there is no potential problem

• When alert levels are used, a single event may have the figures reach the alert
level. Engineering judgement is necessary so as to discriminate an artifact from an
actual need for a corrective action.

• In making their engineering judgement, an operator is encouraged to establish

contact and make comparisons with other operator of the same aircraft, where
possible and relevant. Making comparison with data provided by the
manufacturer may also be possible.

6.2.6. In order to obtain accurate reliability data, it should be recommended to pool data
and analysis with one or more other operator. Paragraph 6.6 of this paragraph
specifies under which conditions it is acceptable that operators share reliability data.

6.2.7. Notwithstanding the above there are cases where the operator will be unable to pool
data with other operator, e.g. at the introduction to service of a new type. In that
case the competent authority should impose additional restrictions on the
MRB/MPD tasks intervals (e.g. no variations or only minor evolution are possible,
and with the competent authority approval).

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6.3 Engineering judgement

6.3.1. Engineering judgement is itself inherent to reliability programs as no interpretation

of data is possible without judgement. In approving the operator's maintenance and
reliability programs, the competent authority is expected to ensure that the
organization which runs the program (it may be the AOC holder, or a Part-145
organization/ AMO under contract) hires sufficiently qualified personnel with
appropriate engineering experience and understanding of reliability concept.

6.3.2. It follows that failure to provide appropriately qualified personnel for the reliability
program may lead the competent authority to reject the approval of the reliability
program and therefore the aircraft maintenance program.

6.4 Contracted maintenance

6.4.1. Whereas this requirement specifies that, the aircraft maintenance program - which
includes the associated reliability program- , should be managed and presented by
the AOC holder (operator) to the competent authority, it is understood that the
operator may delegate certain functions to the Part-145 organization/AMO under
contract, provided this organization proves to have the appropriate expertise.

6.4.2. These functions are:

(a) Developing the aircraft maintenance and reliability programs,
(b) Performing the collection and analysis of the reliability data,
(c) Providing reliability reports, and
(d) Proposing corrective actions to the operator.

6.4.3. Notwithstanding the above decision to implement a corrective action (or the
decision to request from the competent authority the approval to implement a
corrective action) remains the operator's prerogative and responsibility. In relation
to paragraph 6.4.2(d) above, a decision not to implement a corrective action should
be justified and documented.
6.4.4. The arrangement between the AOC holder (operator) and the Part- 145 organization
should be specified in the maintenance contract and the relevant MCM, and
MOE/MCPM procedures.
6.5 Reliability program
In preparing the program details, account should be taken of this paragraph. All associated
procedures should be clearly defined.

6.5.1. Objectives

6.5.1.1. A statement should be included summarizing as precisely as possible the prime

objectives of the program. To the minimum it should include the following:

(a) to recognise the need for corrective action,

(b) to establish what corrective action is needed and,
(c) to determine the effectiveness of that action

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6.5.1.2. The extent of the objectives should be directly related to the scope of the
program. Its scope could vary from a component defect monitoring system for a
small operator, to an integrated maintenance management program for a big
operator. The manufacturer's maintenance planning documents may give
guidance on the objectives and should be consulted in every case.

6.5.1.3. In case of a MSG-3 based maintenance program , the reliability program should
provide a monitor that all MSG-3 related tasks from the maintenance program are
effective and their periodicity is adequate .

6.5.2. Identification of items:

The items controlled by the program should be stated, e.g. by ATA Chapters . Where
some items (e.g. aircraft structure, engines, APU) are controlled by separate programs,
the associated procedures (e.g. individual sampling or life development programs,
constructor's structure sampling programs) should be cross referenced in the program.

6.5.3. Terms and definitions:

The significant terms and definitions applicable to the Program should be clearly
identified. Terms are already defined in MSG-3, Part-145/ANO (AW)B.15 etc.

6.5.4. Information sources and collection:

6.5.4.1. Sources, together with the procedure for collecting and receiving it, should be
set out in detail in the MCM or MOE/MCPM as appropriate.

6.5.4.2. The type of information to be collected should be related to the objectives of the
Program and should be such that it enables both an overall broad based
assessment of the information to be made and also allow for assessments to be
made as to whether any reaction , both to trends and to individual events, is
necessary. The following are examples of the normal prime sources:
(a) Pilots Reports.
(b) Technical Logs.
(c) Aircraft Maintenance Access Terminal I On-board Maintenance System
readouts.
(d) Maintenance Worksheets.
(e) Workshop Reports.
(f) Reports on Functional Checks.
(h) Reports on Special Inspections
(g) Stores Issues/Reports.
(i) Air Safety Reports.
U) Reports on Technical Delays and Incidents.
(k) Other sources: ETOPS, RVSM, CAT II/III.

6.5.5. Display of information:

Collected information may be displayed graphically or in a tabular format or a combination

of both. The rules governing any separation or discarding of information prior to
incorporation into these formats should be stated. The format should be such that the
identification of trends, specific highlights and related events would be readily apparent.

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6.5.5.1. The above display of information should include provisions for "nil returns" to
aid the examination of the total information.

6.5.5.2. Where "standards" or "alert levels" are included m the program, the display
of information should be oriented accordingly.

6.5.6. Examination, analysis and interpretation of the information:

The method employed for examining, analysing and interpreting the program information
should be explained.

6.5.6.1. Examination:

Methods of examination of information may be varied according to the content and

quantity of information of individual programs. These can range from examination of the
initial indication of performance variations to formalised detailed procedures at specific
periods, and the methods should be fully described in the program documentation.

6.5.6.2. Analysis and Interpretation:

The procedures for analysis and interpretation of information should be such as to enable
the performance of the items controlled by the program to be measured; they should also
facilitate recognition, diagnosis and recording of significant problems. The whole process
should be such as to enable a critical assessment to be made of the effectiveness of the
program as a total activity. Such a process may involve:

(a) Comparisons of operational reliability with established or allocated standards

(in the initial period these could be obtained from in-service experience of similar
equipment of aircraft types).
(b) Analysis and interpretation of trends.
(c) The evaluation of repetitive defects.
(d) Confidence testing of expected and achieved results.
(e) Studies of life-bands and survival characteristics.
(f) Reliability predictions.
(g) Other methods of assessment.

6.5.6.3. The range and depth of engineering analysis and i nterpretation should be related
to the particular program and to the facilities available. The following, at least,
should be taken into account:

(a) Flight defects and reductions in operational reliability.

(b) Defects occurring on-line and at main base.
(c) Deterioration observed during routine maintenance.
(d) Workshop and overhaul facility findings.
(e) Modification evaluations.
(f) Sampling programs.
(g) The adequacy of maintenance equipment and publications.
(h) The effectiveness of maintenance procedures.
(i) Staff training.
(j) Service bulletins, technical instructions, etc.

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6.5.6.4. Where the AOC holder (operator) relies upon contracted maintenance and/or
overhaul facilities as an information input to the program, the arrangements for
availability and continuity of such information should be established and details
should be included.

6.5.7. Corrective Actions:

6.5.7.1. The procedures and time scales both for implementing corrective actions and
for monitoring the effects of corrective actions should be fully described.
Corrective actions shall correct any reduction in reliability revealed by the
program and could take the form of:

(a) Changes to maintenance, operational procedures or techniques.

(b) Maintenance changes involving inspection frequency and content, function checks,
overhaul requirements and time limits, which will require amendment of the
scheduled maintenance periods or tasks in the approved maintenance program. This
may include escalation or de- escalation of tasks, addition, modification or deletion of
tasks.
(c) Amendments to approved manuals (e.g. maintenance manual, crew manual).
(d) Initiation of modifications.
(e) Special inspections of fleet campaigns.
(f) Spares provisioning.
(g) Staff training.
(h) Manpower and equipment planning.
Note: Some of the above corrective actions may need the competent authority's approval
before implementation.

6.5.7.2. The procedures for effecting changes to the maintenance program should be
described , and the associated documentation should include a planned
completion date for each corrective action, where applicable.

6.5.8. Organizational Responsibilities

The organizational structure and the department responsible for the administration of the
program should be stated . The chains of responsibility for individuals and departments
(Engineering, Production, Quality, Operations etc.) in respect of the program, together
with the information and functions of any program control committees (reliability group),
should be defined. Participation of the competent authority should be stated. This
information should be contained in the MCM or MOE/MCPM as appropriate.

6.5.9. Presentation of information to the competent authority:

The following information should be submitted to the competent authority for approval
as part of the reliability program:

(a) The format and content of routine reports.

(b) The time scales for the production of reports together with their distribution.
(c) The format and content of reports supporting request for increases in periods
between maintenance (escalation) and for amendments to the approved maintenance
program. These reports should contain sufficient detailed information to enable the
competent authority to make its own evaluation where necessary.

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6.5.10. Evaluation and review:

Each program should describe the procedures and individual responsibilities in respect of
conti nuous monitoring of the effectiveness of the program as a whole. The time periods
and the procedures for both routine and non-routine reviews of maintenance control
should be detailed (progressive, monthly, quarterly, or annual reviews, procedures
following reliability "standards" or "alert levels" being exceeded, etc.).

6.5.10.1. Each Program should contain procedures for monitoring and, as necessary,
revising the reliability "standards" or "alert levels". The organizational
responsibilities for monitoring and revising the "standards" should be
specified together with associated time scales.

6.5.10.2. Although not exclusive, the following list gives guidance on the criteria to be
taken into account during the review.

(a) Utilization (high/low/seasonal).

(b) Fleet commonality.
(c) Alert Level adjustment criteria.
(d) Adequacy of data.
(d) Reliability procedure audit.
(e) Staff training.
(f) Operational and maintenance procedures.

6.5.11. Approval of maintenance program amendment

The competent authority may authorise the operator to implement in the maintenance
program changes arising from the reliability program results prior to their formal
approval by the authority when satisfied that ;

(a) the Reliability Program monitors the content of the Maintenance Program in a
comprehensive manner, and

(b) the procedures associated with the functioning of the "Reliability Group"
provide the assurance that appropriate control is exercised by the
Owner/operator over the internal validation of such changes.

6.6 Pooling Arrangements

6.6.1. In some cases, in order that sufficient data may be analysed it may be desirable to
'pool ' data: i.e. collate data from a number of operators of the same type of aircraft.
For the analysis to be valid, the aircraft concerned, mode of operation, and
maintenance procedures applied should be substantially the same: variations in
utilization between two operators may, more than anything, fundamentally corrupt the
analysis. Although not exhaustive, the following list gives guidance on the primary
factors which need to be taken into account.

(a) Certification factors, such as: aircraft TCDS compliance (variant)/modification

status, including SB compliance.

Issue: 04 Page 09 of 10 14-01-2021

 Appendix-2
ANO B.15

(b) Operational Factors, such as: operational environment/ utilization, e.g. low/
high/ seasonal, etc. /respective fleet size operating rules applicable (e.g. ETOPS/
RVSM/ All Weather etc.)/ operating procedures / MEL and MEL utilization.

(c) Maintenance factors, such as: aircraft age maintenance procedures; maintenance
standards applicable; lubrication procedures and program; MPD revision or
escalation applied or maintenance program applicable.

6.6.2. Although it may not be necessary for all of the foregoing to be completely common, it
is necessary for a substantial amount of commonality to prevail. Decision should be
taken by the competent authority on a case by case basis.

6.6.3. In case of a short term lease agreement (less than 6 month) more flexibility against the
para 6.6.1 criteria may be granted by the competent authority, so as to allow the
owner/operator to operate the aircraft under the same program during the lease
agreement effectivity.

6.6.4. Changes by any one of the operator to the above, requires assessment in order that the
pooling benefits can be maintained. Where an operator wishes to pool data in this
way, the approval of the competent authority should be sought prior to any formal
agreement being signed between operators.

6.6.5. Whereas this paragraph 6.6 is intended to address the pooling of data directly between
operators, it is acceptable that the operator participates in a reliability program
managed by the aircraft manufacturer, when the competent authority is satisfied that
the manufacturer manages a reliability program which complies with the intent of this
paragraph.

Issue: 04 Page 010 of 10 14-01-2021

 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B - AIRWORTHINESS DIRECTIONS

CHAPTER B. 16 AIRCRAFT MAINTENANCE LOG

SECTIONS

1. GENERAL 4. RETENTION OF RECORDS

2. AIRCRAFT MAINTENANCE LOG - BASIC APND. l AIRCRAFT DEFECT AND SERVICING SECTOR
REQUIREMENTS RECORD PAGE
3. AIRCRAFT MAINTENANCE LOG - APND. 2 DEFERRED DEFECT RECORD PAGE
SUPPLEMENTARY REQUIREMENTS

1. GENERAL

1.1 The Rule 166 (1) (g) of the Civil Aviation Rules, 1984 requires that an Aircraft
Maintenance Log (AML) shall be kept for an aircraft registered in Bangladesh. The rule
166 (7) of the CARs, 1984 further requires that, entries in any logbook shall be made in
the form and manner as may be specified by the Chairman.

2. AIRCRAFT MAINTENANCE LOG - BASIC REQUIREMENTS

2.1 An aircraft maintenance log shall contain at least the folio wings:

(a) A Title Page with the registered name and address of the operator, the aircraft
type and the full international registration marks of the aircraft.

(b) A valid Certificate of Maintenance Release as specified in the ANO (airworthiness)

B.3

(c) A statement on the next issue of Maintenance Release due at aircraft hours and
date (as may be applicable) to comply with the inspection cycle of the Approved
Maintenance Schedule and any out of phase inspection or component change due
before that time.

(d) A readily identifiable section containing sector record pages at least in duplicate.
Each page shall be pre-printed with the operator's name and page serial number
and shall make provision for recording the following:

Issue 1, 28 February, 2002

 -2-
ANO B.16
…..……………………………………………………………………..………………………………………..

(i) The aircraft type and registration marks.

(ii) The date and place of take-off and landing.

(iii) The times at which the aircraft took off and landed.

(iv) Particulars of any defect in any part of the aircraft affecting the airworthiness
or safe operation of the aircraft which is known to the Pilot-5n-Command or,
if no such defect is known to him, an entry to that effect.

(v) The date and signature of the Pilot-in-Command following completion of item
(d) (iv) as mentioned above.

(vi) The arrival fuel state.

(vii) A Certificate of Compliance as required by the ANO (airworthiness) B.3 in

respect of any work carried out for the rectification of defects. This certificate
shall be entered in such a position and manner as to be readily identifiable
with the entry of the defect to which it relates.

(viii) The quantities of fuel and oil uplifted, and the quantity available in each tank,
or combination of tanks, at the beginning of each flight.

(ix) The running total of flying hours, such that the hours to the next inspection
can be readily determined.

(x) Provision of signatures for certification of Pre-Flight, Transit and Daily

Inspection as is applicable.

(xi) The times when ground de-icing (if applicable) was started and completed.

(xii) The running total of landings.

(e) A readily identifiable section containing acceptable deferred defect record pages at
least in duplicate. Each page shall be pre-printed with the operator's name and
page serial number and shall make provision for recording the following:

Issue 1 28 February 2002

 -3-
ANO B.16
…...………………………………………………………………………………………………………………

(i) A cross-reference for each deferred defect such that the original defect
can be clearly identified in the sector record page section.

(ii) The original date of occurrence of the defect deferred,

(iii) Brief details of the defect.

(iv) A cross-reference for each deferred defect such that the action in respect
of such deferred defect can be readily identified on the sector record
page.

NOTE: (1) Where sector record pages are of the multi-sector "part-removable portion" type
then such "part-removable portions" shall contain any of the above information
necessary plus all relevant as required by the section 3 of this Order, if
applicable, to ensure the safe operation of the aircraft.

(2) Examples of Aircraft defect and servicing sector record page and Deferred defect
record page are shown in the appendix 1 and 2 of this ANO.

2.2 A specimen copy of the A.M.L. shall be submitted to the CAAB for acceptance,
and agreement in respect of the supplementary information required (see section 3
of this Order).

3. AIRCRAFT MAINTENANCE LOG – SUPPLEMENTARY REQUIREMENTS

3.1 It will be necessary to record additional information for a specified aircraft. The following
items are typical of what is required, where appropriate, but the list is not intended to
be exhaustive:

(a) Maximum or Intermediate Contingency Power. It is necessary to record the

duration of maximum and intermediate contingency power usage, and
subsequently to transfer the information to the engine logbook or maintenance
record. For rotorcraft the record of each use of these powers must also
subsequently be transferred to the log cards or other appropriate documents
applicable to those components of the transmission which always transmit the
power from a single engine only, i.e. components upstream of any combining
gearbox.

Issue 1 28 February 2002

 -4-
ANO B.16
………………………………………………………………………………………………………………….

(b) Landings. The number of landing carried out will be necessary for undercarriage
component life consideration.

(c) Flight Pressure Cycles. The number of pressure cycles will be necessary for
fuselage life considerations.

3.2 Supplementary information shall be assessed by the operator and agreed by the CAAB.

4. RETENTION OF RECORDS

4.1 All entries in the Aircraft Maintenance Log shall be made at least in duplicate, with
provision for one copy of each entry to be removed and retained on the ground before
the next flight, except that, in the case of an aeroplane of which the maximum total
weight authorised does not exceed 2730kg, or a helicopter, if it is not reasonably
practicable for the copy of the Aircraft Maintenance Log to be kept on the ground it may
be carried in the aeroplane or helicopter, as the case may be, in a fire proof
(reasonably) box approved by the CAAB for that purpose. Adequate arrangements shall
be made to extract information recorded in the Aircraft maintenance Log for use by the
maintenance organization and component overhaul organisation.

4.2 All entries and signature in the AML shall be made in ink or indelible pencil.

4.3 All entries in the Aircraft maintenance Log shall be retained by the operator for a period
not less than two years after the particular aircraft has been destroyed or permanently
withdrawn from use and its Certificate of Registration in cancelled. The CAAB may
consider a different retention period in a particular case.

This order is issued in pursuance of the Rules 4 and 166 of the Civil Aviation Rules,

Air Cdre Lutfur Rahman ndu, psc

Chairman
Civil Aviation Authority of Bangladesh

Issue 1, February 28, 2002

 APPENDIX-1
ANO B.16

EXAMPLE OF AIRCRAFT DEFECT & SERVICING SECTOR RECORD PAGE

XYZ AIRLINES AIRCRAFT REGN. MARKS: AML PAGE NO.

MAINTENANCE LOG A/C TYPE:
Flight Date: From: To: Captain: First Officer:
No.
ECTM: OAT (ºC): IAS (Kts): ALT (Ft): Bleed Air: Anti Ice:
ON/OFF ON/OFF
Torque (%) NP ITT NH NL WF (Lbs/Hrs) Oil Temperature Oil Pressure
(RPM) (ºC) (%) (%) (ºC) (PSI)
Engine
#1
Engine
#2
Entry Flight Defects or Maintenance Corrective Actions FLIGHT DATA Time (LT)
No. Entry (Applicable Part No., Sl. No., GRN & NRC No. to be Airport Hrs. Min
(NIL to be mentioned incase of mentioned) Arrival:
no defect)
“100 FH” Check is to be “100 FH” Check satisfactorily P/N OFF Departure:
accomplished as per the accomplished as per the Work S/N OFF Sector Air Borne Time
1 Work Order # 31/2009 Order. P/N ON (Take off to Landing)

Dated 17 December 2009 S/N ON Aircraft Time

GRN (Brought Forward)
NRC No. Grand Total AC Time
MAINTENANCE RELEASE: It is certified that the work specified above has been carried out in No. of Landing (This Sector)
accordance with applicable approved maintenance data, the aircraft is considered airworthy for
release to service and is in a condition for safe operation. The Maintenance Release is issued as per
the ANO (AW) B.3A and the rule 201 of the Civil Aviation Rules, 1984.

Signature : AME# 431 18 Dec 2009 Total Landings

(Brought Forward)
Captain / AME
AME-321 17/12/09 Signature AUTH. Date Grand Total Landings
AUTH. NO. Date No.
P/N OFF

2 (if S/N OFF

needed P/N ON
use next S/N ON
page) GRN
NRC No.
MAINTENANCE RELEASE: MAINTENANCE RELEASE: It is certified that the work
specified above has been carried out in accordance with applicable approved maintenance data, the
CAPTAIN'S ACCEPTANCE OF
aircraft is considered airworthy for release to service and is in a condition for safe operation. The THE AIRCRAFT FOR THE
Maintenance Release is issued as per the ANO (AW) B.3A and the rule 201 of the Civil Aviation FLIGHT
Rules, 1984.
Signature:
Captain / AME)

AUTH. NO. Date Signature AUTH. No. Date Signature ATPL No. Time
Engine Oil (Qtrs.) APU Oil (Qtrs.) Posn Arrival Uplift Total Fuel up lift from bowser (Ltrs)
Engine # 1 Engine # 2

Uplift No. 1
Qty. Delivered
Uplift Tank

No. 2
Total Total Voucher No.
Tank

Total

CERTIFICATE OF COMPLIANCE I hereby certify that PDI / DAILY INSPECTION has been carried out in accordance
FOR with the current inspection card, approved procedures and the requirements of the
PRE-DEPARTURE INSPECTION / DAILY INSPECTION Chairman, CAAB.
(cross out the non-applicable)
Signature (AME): AUTH. No.: Date: Time:

Issue-1 Page 1 of 1 28 February 2002

Issue 1,

………………………………………………………………………………………………………………………………………………………
Page Serial No. ** * *
* * * * ( t o b e p r e - p r in t e d )

Operator (to be pre-printed) Aircraft Registration S2-

DEFERRED DEFECT DETAILS FROM SECTOR RECORD MEL Item DEFECT CLEARED
Nr. And
Defect
Nr. Mention Sector Defect as Auth. Nr. Date Deferred Mention Auth. No. Date
Record Page Transferr And to (State Sector
Limit)

DEFERRED DEFECT RECORD PAGE

ed from Signature Record
original Page No.

Page 1 of 1
28 February, 2002

ANO B.16
Appendix-2
Before the Defect Cleared section of this page are completed, details of the deferred defect, its number, the sector
record page number, together with rectification action, must be recorded and certified on the current sector record
page to provide a duplicate record
 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B - AIRWORTHINESS DIRECTIONS

CHAPTER B.17 REFUELING AND DE FUELING WITH PASSENGERS EMBARKING, ON BOARD OR

DISEMBARKING

SECTIONS

1. GENERAL 3. APPLICABILITY
2. DEFINITIONS 4. ADDITIONAL PRECAUSTIONS

1. GENERAL

1.1 ICAO Standard and Recommended Practices require than an aeroplane shall not be
refueled when passengers are embarking, on board or disembarking unless it is
properly attended by qualified personnel ready to initiate and direct an evacuation of
the aeroplane by the most practical and expeditious means available.

1.2 The Rule 327 of the Civil Aviation Rules 1984 mandates that refueling of an aircraft
shall be carried out according to the procedures approved or issued by the Chairman.

2. DEFINITIONS

2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2 and 183
of the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not given
under the rule, the under mentioned definitions shall apply:

Issue 28 February, 2002

 -2-

ANO B.17
..……………………………………………………………………………………………………………………………………………………….

(a) "Wide-cut fuel" means, an aviation turbine fuel, (normally designated JET B,
JP-4 or AVTAG) that falls between 'gasoline' and 'kerosene' in distillation range
and consequently compared to kerosene (JET A or JET A1), it has the
properties of higher volatility (vapor pressure), lower flash point and lower
freezing point.

3. APPLICABILITY

3.1 An operator must establish operational procedures for refueling/de-fuelling with

passengers embarking, on board or disembarking to ensure the following precautions
are taken:

(a) one qualified person must remain at a specified location during fuelling
operations with passengers on board ready to initiate an evacuation of the
aeroplane by the most practical and expeditious means available. The qualified
person must be capable of handling emergency procedures concerning fire
protection and firefighting, handling communications and initiating and
directing an evacuation;

(b) When refueling with passengers embarking, on board or disembarking, two-way

communication shall be maintained by the aeroplanes inter-communication
system or other suitable means between the ground crew supervising the
refueling and the qualified personnel on board the aeroplane;

(c) Crew, staff and passengers must be warned that refueling/de-fuelling will take
place;

(d) "FASTEN SEAT BELTS" signs must be "OFF" and "NO SMOKING" signs must be
"ON", together with interior lighting to enable emergency exits to be
identified;

(e) Passengers must be instructed to unfasten their seat belts and refrain from
smoking;

(f) Sufficient qualified personnel must be on board and be prepared for an

immediate emergency evacuation by the most practical and expeditious means
available using sufficient number of exits;

Issue I 28 February 2002

 -3-

ANO B.17
……………………………………………………………………………………………………………………………………………………….

(g) If the presence of fuel vapor is detected inside the aeroplane, or any other
hazard arises during refueling/de-fuelling, fuelling must be stopped
immediately;

(h) The ground area beneath the exits intended for emergency evacuation and
slide deployment areas must be kept clear;

(i) Provision is made for a safe and rapid escape routes and evacuation.

(j) When refueling/de-fueling with passengers on board, ground servicing activities

and work inside the aeroplane, such as catering and cleaning, should be
conducted in such a manner that they do not create a hazard and that the
aisles and emergency doors are unobstructed; and

(k) Fire extinguishing equipment suitable for at least initial intervention in the
event of a fuel fire and personnel trained in its use be readily available during
the ground servicing of an aircraft, and there shall a means of quickly
summoning the rescue and fire fighting service in the event of a fire or major
fuel spill.

4. ADDITIONAL PRECAUSTIONS

4.1 Additional precautions are required when refueling with fuels other than aviation
kerosene or when refueling results in a mixture of aviation kerosene with other
aviation turbine fuels, or when an open line is used. An operator shall establish
procedures for refueling/de-fueling with wide-cut fuel, if this is required.

This Order is issued in pursuance to the Rules 4 and 327 of the Civil Aviation Rules,
1984.

Air Cdre Lutfur Rahman ndu, psc

Chairman
Civil Aviation Authority of Bangladesh
 -1-

CIVIL AVIATION AUTHORITYOF BANGLADESH

AIR NAVIGATION ORDERS AIRWORTHINESS
REQUIREMENTS

PART B – MAINTENANCE DIRECTIONS

CHAPTER B. 18 DISPOSITION OF SCRAP AIRCRAFT PARTS AND

MATERIALS

SECTIONS

1. GENERAL 4. TYPES OF PARTS AND

MATERIALS THAT MAY BE
MISREPRESENTED

2. DEFINITIONS 5. METHODS TO PREVENT

MISREPRESENTATION OF
SCRAP PARTS AND MATERIALS

3. PARTS RECOVERED FROM 6. METHOD TO IDENTIFY

AIRCRAFT INVOLVED IN MISREPRESENTED PARTS
ACCIDENTS

1. GENERAL

1.1 This order provide information and guidance to persons involved in the
maintenance, sale, or disposal of aircraft parts and for preventing scrap aircraft
parts and material from being sold or acquired as serviceable parts and
materials.

1.2 It is common practice for owners of aircraft parts to dispose of scrap parts &
materials by selling, discarding, or transferring such items. In some instances,
these items have reappeared for sale in the active parts inventories of the
aviation community. Misrepresentation of the status of parts & material and
the practice of making such items appear serviceable could result in the use of
non conforming parts & materials.

2. DEFINITIONS

2.1. For the purpose of this Order, the definitions as mentioned under the Rules 2
and 183 of the Civil Aviation Rules, 1984 shall apply. Where a particular
definition is not given under the Rule, the under mentioned definitions shall
apply:

Issue 1 (a) 28 February,

Equivalent level of safety as used in type certification, means a2002
finding
where literal compliance with a specific airworthiness requirement cannot be
demonstrated but compensating factors exist in the type design that can be
shown to provide a level of safety equivalent to that intended by the
certification basis.
 ANO B.18
-2-

(b) Failure condition means the effect on the aircraft and its occupants, both
direct and consequential, caused or contributed to by one or more failures,
considering relevant adverse operational or environmental conditions.

(c) Latent failure means a failure that is not detected and/or enunciated when it
occurs

(d) Life Limited Parts means any part for which a retirement time, service
life limitation, part retirement, retirement life limitation or life limitation
exists, and is permanently removed from service when its operating limit
(hours, cycles or calendar time) is exceeded.

(e) Principle structural element (PSE) means any element of structure

which contributes significantly to carrying flight, ground, &
pressurization loads & whose failure could result in catastrophic failure
of the airplane.

3. PARTS RECOVERED FROM AIRCRAFT INVOLVED IN ACCIDENTS

3.1 When an aircraft has been involved in an accident, the title to the salvage may
pass from the insured owner to other persons (e.g. aircraft insurers); this salvage
may be offered for sale either complete or as separate aircraft items in an “as is,
where is” condition. While some items may be totally unaffected by the
accident or incident which caused the aircraft to be declared as salvage, it is
essential to obtain clear evidence that this is the case. If such evidence cannot
be obtained, the item may not be returned to service.

3.2 Before overhaul and reinstallation can be considered, all such items must
therefore be subject to airworthiness assessment and inspection in the light of
adequate knowledge of the circumstances of the accident, subsequent storage
and transport conditions, and with evidence of previous operational history
obtained from valid airworthiness records. Confirmation of this assessment in
the form of an airworthiness release is essential.

3.3 In particular, if a crash load is sufficient to take any part above its proof
strength, residual strains may remain which could reduce the effective strength
of the item or otherwise impair its functions. Loads higher than this may of
course crack the item, with an even more dangerous potential. Further, a
reduction in strength may be caused by virtue of the change of a material’s
characteristics following overheat from a fire. It is therefore of the utmost
importance to establish that the item is neither cracked, distorted or
overheated. The degree of distortion may be difficult to assess if the precise
original dimensions are not known, in which case there is no option but to
reject the item. Any suggestion of overheating would be cause for a
laboratory investigation into significant change of material properties.

Issue 1 29 April 2009

 ANO B.18
-3-

3.4 Scrapping of parts and materials may not be appropriate in certain cases when
there is an ongoing evaluation process to determine whether a part or material
may be restored to an airworthy condition. Examples of these cases include
the extension of life limits, the re-establishment of in-service history records,
or the approval of new repair methods and technologies. In these cases, such
parts should be segregated from serviceable parts until the decision has been
made as to whether these parts can be restored to an airworthy condition, or be
scrapped.

4. TYPES OF PARTS AND MATERIALS THAT MAY BE

MISREPRESENTED

4.1 Those responsible for the disposal of scrapped aircraft parts and materials
should consider the possibility of such parts and materials being
misrepresented and sold as serviceable at a later date. Caution should be
exercised to ensure that the following types of parts and materials are disposed
of in a controlled manner that does not allow them to be returned to service:

(a) Parts and materials for which further processing or rework cannot
make them eligible for certification under an approved system;

(b) Parts subjected to unacceptable modifications or rework that is

irreversible;

(c) Life-limited parts that have reached or exceeded their life limits, or
have permanently missing or incomplete records;

(d) Parts that cannot be returned to an airworthy condition due to

exposure to extreme forces or heat (see paragraph 4.5.8 above);

(e) Principal Structural Elements (PSE) removed from a high-cycle

aircraft for which conformity cannot be accomplished by complying
with the mandatory requirements applicable to ageing aircraft;

(f) Parts that are not within the specifications set forth by the approved
design, and cannot be brought into conformance with applicable
specifications; and

(g) Parts with non-repairable defects, whether visible or not to the naked eye.

Issue 1 29 April 2009

 ANO B.18
-4-

5. METHODS TO PREVENT MISREPRESENTATION OF

SCRAP PARTS AND MATERIALS

5.1 Mutilation of Parts: Scrapped parts should always be segregated from serviceable
parts and when eventually disposed of should be mutilated or clearly and
permanently marked. This should be accomplished in such a manner that the parts
become unusable for their original intended use and unable to be reworked or
camouflaged to provide the appearance of being serviceable. Mutilation may be
accomplished by one or a combination of the following procedures, but is not
limited to:

(a) Grinding;
(b) Burning;
(c) Removal of a major lug or other integral feature;
(d) Permanent distortion of parts;
(e) Cutting hole with cutting torch or saw;
(f) Melting;
(g) Sawing into many small pieces.

5.1.1 The following procedures are examples of mutilation that are often less
successful because they may not be consistently effective:-

(a) Stamping (such as a stamped ‘R’ on a part);

(b) Spraying with paint;
(c) Hammer marks;
(d) Identification by tag or markings;
(e) Drilling small holes;
(f) Sawing in two pieces. Persons who rework scrap parts & materials
may be skilled technicians and attempt to restore parts cut in two
pieces in such a manner that the mutilation proves difficult to detect.

5.2 When scrapped parts are disposed of for legitimate non-flight uses, such as
training and education aids, research and development, or for non-aviation
applications, mutilation is often not appropriate. In such cases the parts should
be permanently marked indicating that they are not serviceable; alternatively,
the original part number or data plate information can be removed or a record
kept of the disposition of the parts. In such instances the following methods
should be used to prevent misrepresentation:

(a) Permanently marking or stamping the parts, subparts and material as ‘

NOT SERVICEABLE’. (Ink stamping is not an acceptable method);

(b) Removing original part number identification;

(c) Removing data plate identification;

(d) Maintaining a tracking or accountability system, by serial number or

other individualized data, to record transferred scrap aircraft parts &
materials; and

Issue 1 29 April 2009

 ANO B.18
-5-

(e) Including written instructions concerning disposition and disposal of

such parts & materials in any agreement or contract transferring such
parts & materials.

NOTE: Scrap or expired life-limited parts & materials should not be passed on
to any persons or organization who may end up placing the parts &
materials back in actual use, due to the criticality of parts & material
failure and the potential safety threat.

(f) Organization handling scrap or expired life-limited aircraft parts &

materials should establish a quarantine store area in which to segregate
such items from active serviceable inventories and to prevent
unauthorized access. Caution should be exercised to ensure that these
parts & materials receive the disposition specified in this Notice.

(g) Manufactures producing approved aircraft parts should consider

maintaining records of serial numbers for ‘retired’ life-limited or other
critical parts. In such cases, the owner who mutilates applicable parts is
encouraged to provide the original manufacturer with the data plate
and/or serial number and final disposition of the part.

6. METHOD TO IDENTIFY MISREPRESENTED PARTS

6.1 All purchasers of aircraft parts & materials should be ensure that
misrepresented scrap parts & materials are not received into active inventory.
The following are examples of conditions to be alert for when receiving parts:-

(a) Parts showing signs of rework which were purchased as ‘new’

(b) Used parts showing signs of unapproved or inappropriate repair.

(c) Parts with poor workmanship or signs of rework in the area of the part
data plate, number or serial number inscription.

(d) Used parts lacking verifiable documentation of history and approval.

(e) Parts with prices ‘too good to be true’.

(f) Questionable part numbers, fraudulent or suspicious Technical

Standard Order of FAA-Parts Manufacturer Approval markings and/or
re-identification, stamp-overs or vibro-etching on the data plate.

(g) Parts delivered with photocopied or missing JAA Form 1 or other

acceptable maintenance release documentation.

(h) Parts with a finish that is inconsistent with industry standards (e.g.,
discoloration, inconsistencies, resurfacing)

Issue 1 29 April 2009

 -1-

CIVIL AVIATION AUTHORITY OF BANGLADESH

AIR NAVIGATION ORDERS AIRWORTHINESS
REQUIREMENTS

PART B – MAINTENANCE DIRECTIONS

CHAPTER B.19 REPORTING OF UNAPPROVED PARTS TO TYPE

CERTIFICATE HOLDERS AND CAAB

SECTIONS

1. GENERAL 4. DETECTION OF SUSPECTED

UNAPPROVED PARTS

2. DEFINITIONS 5. PRECAUTIONS TO PREVENT THE

INADVERTENT ACCEPTANCE OF
UNAPPROVED PARTS

3. RESPONSIBILITY OF 6. UNAPPROVED PARTS REPORTING

THE INSTALLER OF
THE PART
APPNDX. 1 SUSPECTED UNAPPROVED PARTS (SUP) REPORT FORM

1. GENERAL

1.1. This order prescribes importance of installing only approved parts and materials on
aircraft and also provides guidelines to the industry and AMEs for identifying both
approved and unapproved parts / materials, and procedures of reporting by the
organisation and AMEs of Suspected Unapproved Parts (SUP) to the Chairman and
the Holder of Type Certificate.

1.2 The need to ensure that parts installed on an aircraft meet the design specification
and are serviceable is self-evident. The installation of any part failing to meet the
intended design requirements degrades those requirements, leading to a degradation
of airworthiness.

1.3 An approved part is one whose design has been found to be acceptable to the State of
Design, whose proper manufacture has been approved by the State of Registry, and
that has been found to be in a condition for safe operation by the State of Registry.

NOTE: Parts approved pursuant to 1.3 above are eligible for installation on a specific
aircraft if, and only if, they also meet the approved design data applicable to the
particular aircraft they are to be installed on. For example, a seat designed and
approved for 9 g forward loads is not eligible for installation on an aircraft which is
required to have a seat that is dynamically tested for 16 g.
Issue 1 04 May 2009
 -2- ANO B.19

1.4 Standard parts such as fasteners are considered as approved parts when they are in
compliance with a national or industry accepted standard and when referenced in the
type design of the particular aircraft.

2. DEFINITIONS

2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2 and 183
of the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not
given under the Rule, the under mentioned definitions shall apply:

(a) Approved Parts means a part that has met one of the applicable certification
requirements as mentioned in the ANO (AW) A.1 and the ANO (AW) B.14,
Appendix-1.

NOTE: In case parts produced in USA, the “approved parts” shall meet the
requirements outlined in the FAR Part 21 for parts produced in EASA
countries the requirements mentioned in the JTSO.

(b) Unapproved Parts means a part or materials intended for installation on a

type certificated product/aircraft, which has been neither manufactured
according to approved procedures, nor conforms to an approved type design;
or it fails to conform to declared specifications or accepted industry standards
(i.e. standard parts).

(c) Counterfeit Part means a part made or altered to imitate or resemble an

“approved part” without authority or right, and with the intent to mislead or
defraud by passing as original or genuine.

(d) Distributors mean Brokers, dealers, resellers, or other persons or agencies

engaged in the sale of parts for installation in TC aircraft, aircraft engines,
propellers, and appliances.

(e) Part Not Eligible for Installation means a part that is not eligible for
installation on an FAA TC product. This also includes parts that are
determined to be “approved parts,” but are awaiting maintenance.

(f) Product means an aircraft, aircraft engine, or propeller, as defined in part 21.

(g) Production Approval Holder (PAH) means the holder of a Production

Certificate (PC), Approved Production Inspection System (APIS), Parts
Manufacturing Authorisation (PMA), or Technical Standard Order
Authorisatioin (TSOA) who controls the design and quality of a product or
part thereof.

(h) Reporter means any person who furnishes information regarding a SUP.

(i) Anonymous Reporter. One who deliberately withholds personal information

that might reveal their identity. For example, the name, address, and phone
number are not provided.
Issue 1 04 May 2009
 -3- ANO B.19

(j) Confidential Reporter means one who requests his or her personal
information to be confidential. Information provided for law or regulatory
enforcement purposes will be protected under the Freedom of Information Act
(FOIA), to the greatest extent allowed. If the reporter requests confidentiality,
details relevant to the SUP report that could reveal the reporter’s identity are
not to be released outside the CAAB.

(k) Standard Part means a part manufactured in complete compliance with an

established industry or international specification that includes design,
manufacturing, test and acceptance criteria, and uniform identification
requirements. It also includes a type of part that the FAA/EASA has found
demonstrates conformity based solely on meeting performance criteria, and is
in complete compliance with an established industry or international
specification which contains performance criteria, test and acceptance
criteria, and uniform identification requirements. The specification must
include all information necessary to produce and conform to the part, and be
published so that any party may manufacture the part. Examples include, but
are not limited to, National Aerospace Standards (NAS), Army/Navy (AN)
Aeronautical Standard, Military Standard (MS), Society of Automotive
Engineers (SAE), Joint Electron Device Engineering Council, Joint Electron
Tube Engineering Council, and American National Standards Institute
(ANSI).

(l) Supplier means any person who furnishes aircraft parts or related services, at
any tier, to the producer of a product or part thereof.

(m) Suspected Unapproved Part (SUP) means a part, component, or material

that is suspected of not meeting the requirements of an “approved part.” A
part that, for any reason, a person believes is not approved. Reasons may
include findings such as different finish, size, color, improper (or lack of)
identification, incomplete or altered paperwork, or any other questionable
indication.

NOTE: An “approved part” which is used in the wrong application should be

addressed as a potential violation of the rule 198, however it is not considered to
be an SUP.

(n) Unapproved Part means a part that does not meet the requirements of an
“approved part” (refer to definition of “approved parts” in paragraph 3b). This
term also includes parts that may fall under one or more of the following
categories:

(i) Parts shipped directly to the end user by a manufacturer, supplier, or

distributor, where the parts were not produced under the authority of
(and in accordance with) an FAA production approval for the part
(e.g., production overruns where the parts did not pass through an
approved quality system).
Issue 1 04 May 2009
 -4- ANO B.19

NOTE: This includes parts shipped to an end user by a Production Approval

Holder’s(PAH) supplier who does not have direct ship authority from the PAH.

(ii) New parts that have passed through a PAH’s quality system which do
not conform to the approved design/data.

NOTE: Do not report parts damaged due to shipping or warranty issues as an SUP.

(iii) Parts that have been intentionally misrepresented, including

counterfeit parts.

(iv) Parts maintained or approved for return to service by a person or

organization not approved to do so;

(v) Parts not maintained in accordance with the requirements of the applicable
approved data; and

(vi) Parts having reaching their life limit, including, if applicable, any shelf-life.

3. RESPONSIBILITY OF THE INSTALLER OF THE PART

3.1 To determine that the installation of a part complies with the applicable regulations,
the installer of the part is ultimately responsible for establishing that the part
conforms to its type design and is in a condition for safe operation (“airworthy”).

3.2 To enable compliance with the regulations, and to offer further guidance and
clarification relevant to the eligibility of aeronautical replacement parts, the FAA AC
20-62D may be referred.

4. DETECTION OF SUSPECTED UNAPPROVED PARTS

4.1 The airworthiness of aeronautical products would be in question if the design and
quality of the parts are unknown. Positive identification of unapproved parts can be
difficult if the parts display characteristics similar to that of an “approved part.” The
following guidelines offer a means by which “approved parts” (and their sources)
may be assessed:

4.1.1 Procurement Process. Establish a procedure to ensure the procurement of

“approved” parts prior to purchasing parts and material for installation in TC
products. This procedure should include the following as a minimum:

(a) Methods of identifying distributors and/or suppliers who have a

documentation system, and receiving inspection system that ensures the
traceability of their parts to an acceptable approved source.

Issue 1 04 May 2009

 -5- ANO B.19

(b) Methods of screening unfamiliar distributors and/or suppliers to determine if

the parts present a potential risk of being “unapproved.” The following are
situations that may raise questions:

(i) A quoted or advertised price that is significantly lower than the price
quoted by other distributors and/or suppliers of the same part.

(ii) A delivery schedule that is significantly shorter than that of other

distributors and/or suppliers (when the stock of a like item is
exhausted).

(iii) Sales quotes or discussions from unidentified distributors that create

the perception that an unlimited supply of parts, components, or
material is available to the end user.

(iv) A distributor and/or supplier’s inability to provide substantiating

documentation that the part was produced in accordance to an
appropriate regulatory approval, or inspected, repaired, overhauled,
preserved, or altered in accordance with the applicable regulations.

4.1.2 Acceptance Procedures. Procedures should include a means of identifying SUP

during the receiving inspection and prevent their acceptance. Suggested areas to be
addressed include the following:

(a) Confirm the packaging of the part identifies the supplier or distributor, and is
free from alteration or damage.

(b) Verify that the actual part and delivery receipt reflect the same information as
the purchase order regarding part number, serial number, and historical
information (if applicable).

(c) Verify that the identification on the part has not been tampered with (e.g.,
serial number stamped over, label or part/serial numbers improper or missing,
vibro-etch or serial numbers located at other than the normal location).

(d) Ensure that the shelf life and/or life limit has not expired, if applicable.

(e) Conduct a visual inspection of the part and supporting documents to the
extent necessary to determine if the part is traceable to an approved source.
For detailed guidelines on the identification of replacement parts, refer to AC
20-62D. The following are examples of positive forms of identification:

(i) FAA Form 8130-3, Airworthiness Approval Tag or acceptable

equivalent as mentioned in the ANO (AW) B.14.

(ii) European Aviation Safety Agency (EASA) or Transport Canada Civil

Aviation Authorized Release Certificate (equivalent to FAA Form
8130-3). Maintenance records or release document with approval for
return to service.
Issue 1 04 May 2009
 -6- ANO B.19

(iii) FAA Technical Standard Order (TSO) markings.

(iv) FAA Parts Manufacturer Approval (PMA) markings.

(v) Shipping ticket/invoice from PAH.

(vi) Direct ship authority letter from PAH.

(f) Evaluate any visible irregularities (e.g., altered or unusual surface, absence of
required plating, evidence of prior usage, scratches, new paint over old,
attempted exterior repair, pitting, or corrosion).

(g) Conduct random sampling of standard hardware packaged in large quantities in

a manner that corresponds to the type and quantity of the parts.

(h) Segregate parts of questionable nature and attempt to resolve issues regarding
questionable status of part (e.g., obtain necessary documentation if
inadvertently not provided, or determine if irregularities are a result of
shipping damage and handle accordingly).

4.2 Supporting documentation: A documentation process providing written evidence

of the acceptability of a part is an essential element of any system designed to ensure
that only approved parts are installed on an aircraft. Such a process is intended to
provide all relevant information concerning the part to which it refers sufficient to
enable a potential installer to readily ascertain its status. Such documents will contain
information relating to:

(a) The authority under which it is issued;

(b) Reference identification for the purposes of traceability;

(c) Name, address and approval reference of the issuing organization;

(d) Work order, contract or invoice number;

(e) Quantity, description, part number and, if applicable, serial number of the
part;

(f) Relevant information concerning any life limitations, including in-service

history records;

(g) The signature and approval reference of the person issuing the document;
and

(h) Whether the part is new or used.

Issue 1 04 May 2009

 -7- ANO B.19

4.3 At any time a part is deemed to be suspect, it and any accompanying documentation
should be quarantined immediately and held until the body responsible for
processing the reports is satisfied that the evidence is no longer required or until the
authenticity of the part has been established.

5. PRECAUTIONS TO PREVENT THE INADVERTENT

ACCEPTANCE OF UNAPPROVED PARTS

5.1 Documentary evidence of compliance with an approved process will not in itself
provide a guarantee against the installation of unapproved parts if the original
supplier of such parts knowingly provides false information or otherwise sets out to
deceive.

5.2 It is always necessary to have secondary defences in place designed to give early
warning of unapproved parts prior to their release for installation. The primary
defence in such cases is a strong, well-informed and alert parts ordering and
receiving system which, through auditing and reports, establishes a satisfactory level
of confidence in its parts suppliers and which:

(a) Ensures a continual correlation between parts ordered and parts received;

(b) Is alert to any unauthorized alterations to supporting documentation and to any

inability of the supplier to supply the required documentation;

(c) Is aware if a quoted price for the part is significantly lower than that quoted by
other suppliers;

(d) Is aware that delivery times are significantly shorter than those quoted by other
suppliers; and

(e) Is aware of parts packaging methods used by approved parts manufacturers,

maintenance organizations and distributors, and can detect deviations from
these methods.

5.3 Organizations, particularly approved maintenance organizations and operators,

should ensure that all those staff who have routine contact with parts, including
especially buyers, stores staff, mechanics and certifying staff, are fully aware of the
dangers posed by unapproved parts and also the likely sources. Ample warnings
should be given to such staff about accessing any unapproved parts database.
Approved maintenance organizations and operators will also need to ensure that their
parts suppliers are fully integrated into the reporting network, and audits will be
necessary among staff at intervals to ensure that all remain vigilant to the problem.

Issue 1 04 May 2009

 -8- ANO B.19

6. UNAPPROVED PARTS REPORTING

6.1 Systems used by end users to report to Type Certificate holders and regulatory
agencies are intended to provide widespread warning of the detection of unapproved
parts so that operators of similar equipment can be made aware as soon as possible.
In view of the likely random appearance of unapproved parts, access to a reporting
system should be easy and available at all reasonable times. It follows that publicity
for the reporting system (and the programmes generally) should be widespread.

6.2 In order to obtain as much information as possible from a report of a suspected

unapproved part, it is necessary to have a standardized reporting format. Information
required will include part description and from where received; part and (if applicable)
serial numbers; particular colours, markings, dimensions and features common to the
unapproved part which distinguish it from the genuine item; and the nature of any
accompanying documentation.

6.3 At any time a part is deemed to be suspect, it and any accompanying documentation
should be quarantined immediately and held until the body responsible for
processing the reports is satisfied that the evidence is no longer required or until the
authenticity of the part has been established.

6.4 Some reports of suspected unapproved parts will eventually turn out to be false as
further information becomes available in the form of supporting documentation, etc.
A successful reporting system should accept such false alarms and the wasted effort
they generate in the knowledge that to discourage them might eventually lead to the
suppression of a genuine report.

6.5 A relatively simple database, preferably computer driven, will be required to

maintain a record and allow easy processing of reports of suspected unapproved
parts. The database should be capable of interrogation such that any common thread
within the reports received is readily identified by keyword access. The database
itself can be a dedicated system or part of a much larger general occurrence reporting
system.

6.6 In view of the international nature of the aviation industry and in particular the
known international nature of the generation and distribution of unapproved parts,
the ability to link national databases is obviously advantageous, the unimpeded
cross-flow of information being essential in successfully combating the problem.

6.7 It is recognized that parts stockists and distributors have a significant influence over
preventing the use of unapproved parts. Such organizations have an established
commercial role of stocking or obtaining parts, often at short notice. Some States
approve stockists and distributors but others do not.

Issue 1 04 May 2009

 APPENDIX - 1
ANO B.19

SUSPECTED UNAPPROVED PARTS(SUP) REPORT

1. Reference No & Date of the submitter:

2. Date the part was discovered: 3. Part Name:

4. Part Number: 5. Part S/N:

6. Quantity: 7A. Assembly Name: 7B. Assembly Number:

8. Aircraft Make & Model

9. Name & Address of (the company or Person) where the SUP was discovered:
Name & Address:

Phone (Land Phone):

Phone (Cell phone):
Check one of the following Applicable to the company or person who discovered the
parts:
10. AMO Approval Number 11. Authorization Number

12. AME Number: 13. Other

14. Brief details of suspicion of the parts:

15. Particulars of the Supplier (From whom the parts was received):
Name & Address:

Phone (Land Phone):

Phone (Cell phone):
16. Tick the Box if you request anonymity
(Do not want your particulars to be known
in such case do not complete block 1,9, 10-13 )
17. Additional information if any:

Issue-1 17 September 2009

 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B – MAINTENANCE DIRECTIONS

CHAPTER B. 20 USE OF PARTS REMOVED FROM AN AIRCRAFT NO

LONGER IN SERVICE

Section No. Title

1. GENERAL
2. DEFINITIONS
3. MAINTENANCE CONSIDERATIONS
4. ASSESSMENT OF CONDITION AND RETURN TO SERVICE
5. REPORTING OF DEFECT(S)

1. GENERAL
1.1 This order provide information, guidance to persons involved in the maintenance, sale, or
disposal of aircraft parts, regarding disposal and use of aircraft materials, parts,
appliances and components from an aircraft, which is no longer in use and also direction
on reporting of defects to the Chairman, following installation on aircraft.

1.2 It is a common practice for owners of aircraft parts to dispose off aircraft materials, parts,
appliances and components of an out of use aircraft by selling, discarding, or transferring
such items. These items may reappear for sale in the active parts inventories of the
aviation community. Misrepresentation of the status of such items and the practice of
making such items appear serviceable could result in the use of non conforming
aeronautical products.

2. DEFINITIONS

2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2, 183 and
234 of the Civil Aviation Rules (CARs), 1984 shall apply.

3. MAINTENANCE CONSIDERATIONS
3.1 Aircraft withdrawn from service are often used as a source of spare parts. These parts,
although serviceable at the time the aircraft was placed in storage, may have been affected
adversely by storage conditions, including especially environmental factors, or by the
length of storage.

3.2 The records for the aircraft and its parts prior to the aircraft being placed into storage will
need to be researched in order to ascertain the previous maintenance history, and
airworthiness directive, modification and repair status of the parts being removed. Any
unusual events immediately prior to storage, e.g. heavy landings or lightning strikes, will
also have to be considered when deciding on the serviceability of the parts being
removed.
Issue 1 Page 1 of 1 04 May 2009
 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS

PART B - MAINTENANCE DIRECTIONS

AGE LIMIT FOR IMPORT OF AGING AIRCRAFT AND ITS

CHAPTER B. 21
MAINTENANCE

Section No. Title

1. INTRODUCTION
2. DEFINITIONS
3. BACKGROUND
4. DESIGN SERVICE OBJECTIVE/GOAL - APPLICABILITY
5. DSG/DSO/ESL OF SOME SELECTED AIRCRAFT MODEL
6. AGE LIMIT OF AIRCRAFT
7. DETAILS TO BE FURNISHED FOR IMPORT OF AIRCRAFT
8. RESOURCE REQUIREMENTS
9. CALCULATING AIRCRAFT AGE AND POSITIONING OF THE
AIRCRAFT
10. TECHNICAL DETAILS REQUIRED FOR IMPORT OF AIRCRAFT
11. MAINTENANCE OF AGING AIRCRAFT - GENERAL
12. ADDITIONAL MAINTENANCE REQUIREMENTS FOR AGING
AIRCRAFT
13. POLICY ON OPERATIONS OF VARIOUS AIR TRANSPORT
SERVICES
APPENDIX-1 DSG/DSO/ESL AND LoV OF SOME SELECTED AIRCRAFT
M0DEL

1. INTRODUCTION

1.1 The Rule 295(3) of the Civil Aviation Rules, 1984 specifies that no purchase of an aircraft
or an engine by the licensee of Commercial Operator and no sale thereof shall be effected
without the approval of the Chairman.

1.2 This Order lays down the age criteria of aircraft to be used by Bangladeshi operator for:

(a) Registration in Bangladesh; and

(b) Operation under Wet Lease agreement.

Issue – 3 Page 2 of 10 16 April 2012

 ANO B.21

2. DEFINITIONS

2.1 For the purpose of this Order, the definitions as mentioned under the Rules 2, 183 and 234
of the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not given
under the Rule, the under mentioned definitions shall apply:

(a) “Accidental Damage” means a damage sustained by an aircraft structure due to

discreet sources caused by birds, uncontained engine failure, damage due to wrong
handling of ground equipment occurring during routine inspection of an
aeroplane.

(b) “Aging Aircraft” means the aircraft which have completed design economic life
or 20 (twenty) years of age (as applicable) from the date of manufacture,
whichever is earlier.

(c) “Aerial work operation” means the operation conducted under the rule 105 (2) of
the Civil Aviation Rules, 1984.

(d) “Damage Tolerant” means the ability of structure to sustain regulatory fail-safe
loads in the presence of damage, such as fatigue cracks or corrosion, until the
damage is detected through inspection or malfunction and repaired.

(e) “Design Service Goal (DSG)” / “Design Service Objectives (DSO) / Economic
Service life (ESL)” means the minimum period of service (in terms of Flight
Cycle and Flight Hours) during which primary structure is defined to be essentially
free of detectable fatigue cracks.

(g) “Environmental Damage” means damage due to environment is in the form of

corrosion and stress corrosion and may be or may not be time and/or usage
dependent.

(h) “Extended Service Goal” means in terms of Flight Cycle and Flight Hours
utilization of the aircraft model for further period beyond initial Design Service
Goal (DSG) and the continuing validity of the Maintenance Programme up to the
new defined Limit of Validity.

(i) “Fatigue Damage” means the damage caused to a metal structure characterised by
initiation of the crack subsequent propagation and as a result of continuous process
whose effect is cumulative with respect of aeroplane usage.

(j) “Multiple Site Damage” means the presence of secondary damage (cracking)
dependent or independent of the primary damage (crack).

(k) “Limit of Validity (LoV)” means the point (usually measured in cycles) in the
structural life of an aeroplane where the engineering basis for the maintenance
actions contained in the Airworthiness Limitations Sections of the Instructions for
Continued Airworthiness are no longer a valid predictor of future structural

Issue – 3 Page 1 of 10 16 April 2012

 ANO B.21

behaviour. Thus, it presents an operational limit for the aeroplane based on an

engineering safety assessment of the supportive engineering data.

(l) “An eligible on-demand carriage of person and /or goods on payment or
promise of payment by a commercial operator not as a scheduled or non-
scheduled air carrier” means operation conducted under this ANO, that meets
the requirements of at least 2 (two) qualified pilots employed or contracted by the
certificate holder.

Note: The term DSG/DSO/ESL though meaning essentially similar, are separately used by
different manufacturer It reflects the expected average utilization of specific aircraft
model over 20 (twenty) years of normal airline service. The DSG/DSO/ESL is a figure
for design and certification and does not represent any operational limitation, provided
that a Structural Maintenance Program is updated and certified up to a new LoV.

3. BACKGROUND

3.1 Current concerns over the continuing airworthiness of older aircraft dates back from a
dramatic event on 28th April, 1988, the day when the Aloha Airlines Boeing 737- 200
landed with a section of its upper fuselage missing and its passenger exposed to the open
air. The Aloha accident, of course, did not mark the beginning of the aviation industry
work to maintain the long-term integrity of an aging aircraft structure and system – but it
was indeed a wakeup call to start thinking about continuing airworthiness all over again.

3.2 The Aloha accident referred above is a classic example of an aging aeroplane that suffered
structural failure despite having complied with the various maintenance programmes.

4. DESIGN SERVICE OBJECTIVE/GOAL/ECONOMIC SERVICE LIFE -

APPLICABILITY

4.1 It has been observed that private operators are keen to bring aircraft which are very old,
sometimes even exceeding 30 (thirty) years in age. It is with a view to check the age
related problems of the aircraft that the manufacturers indicate a design economic
life/design service goal/design service objective life in terms of 20 (twenty) years and/or
60,000 Landings/ Pressurization cycles for the jet aircraft. The purpose behind having this
minimum standard in the life of the aircraft is to ensure that the aircraft does not have
problems of corrosion, fatigue, metal fatigue, cracks etc, in areas which are normally not
accessible even during major checks.

4.2 Normally all aircraft can continue to operate safely beyond DSG/DSO/ESL with proper
maintenance as specified in the MPD, CPCP, SSID and all airworthiness directives
together with timely incorporation of service bulletins and other mandated structural
programme. As an aeroplane ages, the probability of local and multiple site cracking,
corrosion and their potential interaction as well as the maintenance costs increase. These
aging concerns necessitate additional maintenance activities. Therefore, Structures Tasks
Working Groups comprised of regulatory agencies, operators and manufacturers are
developing new programmes such as Widespread Fatigue Damage (WFD) and Limit of
Validity (LoV) of the aeroplanes maintenance programme.

Issue – 3 Page 4 of 10 16 April 2012

 ANO B.21

4.3 Economic considerations determined by the operators will define the operational life of
the aeroplane. An operator may choose to stop operation due to many economic reasons
including but not limited to seat mile cost, passenger appeal and maintenance costs.
However the airworthiness of the aeroplane structures can be maintained or restored
through an aggressive maintenance programme to assure safe operation until the Limit of
Validity of the aeroplane.

4.4 While certain aircrafts are operating in the airlines of their countries even beyond the
DSG/DSO/ESL age, these are exceptions and they are mostly operating in the airlines to
which they entered service. As the airline operating such aircraft are fully aware of the
entire history of the aircraft and are thoroughly familiar with the various services it has
undergone and the environment in which it has operated, they are able to maintain these
aircraft beyond the designed economic life. Nevertheless, they carry out major
modifications/ inspections as per programs issued by manufacturers/ regulatory authorities
of the country concerned.

4.5 Repair Assessment for Pressurized Fuselage: The FAA of USA has tasked the aviation
industry to develop a method for airlines to evaluate aeroplane repairs to determine
whether they are acceptable permanent repairs incorporating damage tolerance. This
would restrict the operation of certain large transport category aeroplanes (Airbus Model
A300; British Aerospace Model BAC1-11; Boeing Models B-707/720, B-727, B-737, B-
747; McDonnell Douglas Model DC-8, DC-9/MD-80, DC-10; Fokker Model F28; and
Lockheed Model L-1011 series aeroplanes) beyond a specific compliance time, unless the
operator of those aeroplanes had incorporated FAA approved repair assessment guidelines
applicable to the fuselage pressure boundary (fuselage skin, door skin, and bulkhead
webs) in its operations specification(s) or approved inspection programme, as applicable.

5. DSG/DSO/ESL OF SOME SELECTED AIRCRAFT MODEL

5.1 The DSG/DSO/ESL and LoV and anticipated (preliminary) LoV of some of the selected
aircraft model are shown in the Appendix-1 of this Order. The prospective applicant shall
obtain the DSG/DSO/ESL and LoV of the aircraft from the Manufacturer and submit the
same before the registration of the aircraft to the CAAB.

5.2 The Bangladeshi Operators are reminded that the anticipated LoV values nor subsequent
revisions of the LoV (if any) represents an obligation or commitment by manufacturers
(e.g. Boeing aeroplane company) to support an aeroplane to these LoV values, including
release of any specific service information, such as inspections, maintenance and
preventive modification etc.

5.3 Operators are also reminded that maintenance of aircraft beyond DSG/DSO/ESL and up to
LoV life, may not be economical and the cost of maintenance is likely to increase
invariably.

5.4 If the aircraft to be imported is not listed in Appendix-1 of this order, the operator shall
make necessary arrangements so that CAAB receives relevant data in respect to that type
of aircraft from the manufacturer or regulatory authority of the manufacturer.

Issue – 3 Page 3 of 10 16 April 2012

 ANO B.21

6. AGE LIMIT OF AIRCRAFT

6.1 The Bangladeshi Operator(s) and the CAAB are not fully aware of the past history of old
aircraft being brought into Bangladesh nor is there an assurance of manufacturers support
to maintain such aircraft. Moreover, the kinds of knowledge and engineering product
support required for proper maintenance of aging aircraft are not available in Bangladesh
in respect of aircraft which have not seen service in this country with any airline.
Therefore, after considering flight safety aspects, it has been decided to control operation
of old aircraft (in all cases i.e. Purchase, Dry lease and Wet lease) and introduce
requirement of strict maintenance in respect of the aging aircraft that has reached specified
age limit as mentioned in this Order.

6.2 An Operator desiring to import an ageing aircraft for registration in Bangladesh shall
ensure that “C” check or equivalent schedule maintenance is completed on the aircraft
within a maximum period not exceeding 90 (ninety) days before the arrival date of the
aircraft in Bangladesh. Additionally, the aircraft and its records shall be examined by the
Airworthiness Official(s) on behalf of the Chairman. The inspection team will comprise of
at least 2 (two) Airworthiness Officials as mentioned below:

(a) Airworthiness Inspector (Aerospace); and

(b) Airworthiness Inspector (Avionics).

6.3 Procurement of the aircraft may be allowed only if found satisfactory and changes as
suggested by the Chairman subsequent to inspection are carried out.

6.4 All costs of travel abroad for the above purposes by the Airworthiness Official(s) shall be
borne by the importer of the aircraft as per the rule 213 of the CARs, 1984.

6.5 Age limit of aircraft on Commercial Air Transport Operation of Aeroplanes or

Commercial Air Transport Helicopter Operations:

6.5.1 Pressurized aircraft to be utilized for carriage of Persons, on Purchase / dry / wet lease
arrangement:

(a) shall not be more than 20 (twenty) years in age or has completed not more than 70%
(seventy percent) of the DSG/DSO/ESL, anyone of the three is acceptable, in terms
age or flight cycle/ flight hours, whichever is earlier.

6.5.2 Pressurized aircraft to be utilized for carriage of Cargo only, on Purchase / dry / wet lease
arrangement:

(a) shall not be more than 30 (thirty) years in age or has completed not more than 75%
(seventy five) of the DSG/DSO/ESL, anyone of the three is acceptable, in terms age or
flight cycle/ flight hours, whichever is earlier.

6.5.3 Un-Pressurized aircraft to be utilized for carriage of Persons on Purchase / dry / wet lease
arrangement:

Issue – 3 Page 5 of 10 16 April 2012

 ANO B.21

(a) shall not be more than 25 (twenty five) years in age or has completed not more than
75% (seventy five) of the DSG/DSO/ESL (anyone of the three is acceptable) in terms
age or flight cycle/ flight hours, whichever is earlier.

6.5.4 Un-Pressurized aircraft to be utilized for carriage of Cargo on Purchase / dry / wet lease
arrangement:

(a) shall not be more than 30 (thirty) years in age or has completed not more than 75%
(seventy five) of the DSG/DSO/ESL (anyone of the three is acceptable) in terms age or
flight cycle/ flight hours, whichever is earlier.

Note: If the manufacturer does not define DSG/DSO/ESL (anyone of the three is acceptable) in
terms flight cycle or flight hours confirmed in accordance with paragraph 5.4 of this
order, in that case only age restriction will be applicable.

6.6 Age limit of aircraft for Aerial work Operations

6.6.1 Purchase and/or dry lease arrangement for Aerial work operation [As per rule 105(2)]:

(a) Pressurized aircraft shall not be more than 25 (twenty five) years in age or have
completed not more than 70% (seventy percent) of its DSG/DSO/ESL (anyone of the
three is acceptable) in terms age or flight cycle/ flight hours, whichever is earlier.

(b) Un-Pressurized aircraft shall not be more than 30 (thirty) years in age or have
completed not more than 80% (eighty percent) of it’s the DSG/DSO/ESL (anyone of
the three is acceptable) in terms age or flight cycle/ flight hours, whichever is earlier.

6.6.2 Wet lease agreement:

(a) For both Pressurized and Un-pressurized aircraft, the aircraft shall not be more than
25 (twenty) years in age and has not completed not more than 75% (seventy five
percent) of it’s the DSG/DSO/ESL (anyone of the three is acceptable) in terms of age
or flight cycle/ flight hours.

Note: If the manufacturer does not define DSG/DSO/ESL in terms of flight cycle or flight hours
confirmed accordance with paragraph 5.4 of this order, in that case only age restriction
will be applicable.

6.7 General Aviation Aircraft [(only as per the 105(3) (a) (d)] of the Civil Aviation Rules,
1984.

6.7.1 Purchase and/or dry lease arrangement:

(a) Pressurized aircraft shall not be more than 25 (twenty) years in age or has completed
not more than 70% (seventy percent) of the DSG/DSO/ESL, anyone of the three is
acceptable, in terms age or flight cycle/ flight hours, whichever is earlier.

(b) Un-Pressurized aircraft shall not be more than 30 (thirty) years in age or has
completed not more than 70% (seventy percent) of the DSG/DSO/ESL (anyone of the
three is acceptable) in terms age or flight cycle/ flight hours, whichever is earlier.

Issue – 3 Page 6 of 10 16 April 2012

 ANO B.21

6.8 General Aviation Aircraft [(only as per the 105(3) (b)] of the Civil Aviation Rules,
1984.

6.8.1 Purchase and/or dry lease arrangement:

(a) Pressurized aircraft shall not be more than 25 (twenty) years in age or have
completed not more than 75% (seventy five percent) of its DSG/DSO/ESL (anyone of
the three is acceptable) in terms age flight cycle/ flight hours, whichever is earlier.

(b) Un-Pressurized aircraft shall not be more than 35 (thirty five) years in age or have
completed not more than 15000 hours (total time) or not more than 80% (eighty
percent) of it’s DSG/DSO/ESL (any one of the three is acceptable) the in terms age or
flight hours/ flight cycle.

6.8.2 For both Pressurized and Un-pressurized aircraft, the aircraft shall not be more than 25
(twenty five) years in age. Both the type of aircraft have not completed more than 75%
(seventy five) of it’s the DSG/DSO/ESL (anyone of the three is acceptable) in terms of age
or flight cycle/ flight hours.

Note: If the manufacturer does not define DSG/DSO/ESL in terms of flight cycle or flight
hours confirmed accordance with paragraph 5.4 of this order, in that case only age
restriction will be applicable.

6.9 General Aviation Aircraft [(only as per the 105(3) (c)] of the Civil Aviation Rules,
1984.

6.9.1 (a) Pressurized aircraft shall not be more than 25 (twenty) years in age or has
completed not more than 70% (seventy percent) of the DSG/DSO/ESL, anyone of the
three is acceptable, in terms age or flight cycle/ flight hours, whichever is earlier.

(b) Un-Pressurized aircraft shall not be more than 30 (thirty) years in age or has
completed not more than 70% (seventy percent) of the DSG/DSO/ESL (anyone of the
three is acceptable) in terms age or flight cycle/ flight hours, whichever is earlier.

Note: If the manufacturer does not define DSG/DSO/ESL in terms of flight cycle or flight hours
or age confirmed accordance with paragraph 5.4 of this order, in that case only age
restriction will be applicable.

6.9.1.1 The Chairman may permit import of un-pressurized aircraft age limit of 35 (thirty five)
years of age for the purpose of flying training purpose only subject to the following
conditions.

(i) the aircraft will be imported with new or overhauled engines within maximum
30% percent since last overhauled as per approved life ;

(ii) the aircraft will be subjected to the Annual Inspection within maximum 30%
percent since Annual Inspection accomplished;

(ix) the rotable components shall have proper records and life;

Issue – 3 Page 7 of 10 16 April 2012

 ANO B.21

(v) the aircraft must be equipped with DME, ILS and VOR;

(vi) the aircraft will have been operated for not more than 15,000 (total time) hours
prior to import; and
(vii) the aircraft will have a valid Export Certificate of Airworthiness/ Certificate of
Airworthiness and all components of the aircraft will be within their stipulated
overhaul life.
Note: These requirements will not be applicable for local acquisition of Bangladesh registered
aircraft maintained in accordance with the Chairman approved procedures which are
intended to be acquired for operations mentioned above.

6.9.2 For Pressurized and Un-pressurized aircraft, the operator has to position at least 1 (one) type
rated AME from abroad if he is not having required number of type rated Bangladeshi
AMEs.

7. DETAILS TO BE FURNISHED FOR IMPORT OF AIRCRAFT

7.1 All persons desirous of importing aircraft are required to furnish the following
information:

(i) Copy of Type Certificate if the aircraft is first of its type to be imported.

(ii) Before the import of aircraft which is not operating in Bangladesh,

documents/manuals given in ANO(AW) A.1.shall be furnished.

(iii) Manufacturers certified date of Manufacture of the aircraft.

(iv) Time Since New (TSN) / Time since Overhaul (TSO) of aircraft, engines and life
of each module since last overhaul/ refurbishment, and any life limiting features.

(v) The history of the airframe Major checks of structure and details of number of
landings/ pressurization cycles.

(vi) Details of all significant incidents/accidents in which the aircraft had sustained
damage since its induction into service along with the details of repairs that were
carried out after these incidents/ accidents to make aircraft airworthy.

(vii) Status of compliance of SBs/ modifications and inspections prescribed by

manufacturers requiring structural inspection of specific areas at certain intervals.

(viii) Status of compliance of Airworthiness Directives/mandatory modifications.

(ix) Status of compliance of Supplemental Structural Inspection Programme (SSIP),

Corrosion Protection and Control Programme [(CPCP) and if applicable for small
aircraft].

(x) Status of aircraft components/ equipment including mandatory equipments.

(xi) Repair assessment programme (RAP).

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 ANO B.21

(xii) Aging Aircraft Repair and Modification Programme

8. RESOURCE REQUIREMENTS (Facilities and Documents)

8.1 Each applicant is required to perform flight test of the aircraft immediately before
registration on the Register of Civil Aircraft to the satisfaction of the CAAB.

8.2 Each applicant should provide Resource Requirements as mentioned in the paragraph 4.3
of the ANO (AT) A-2.
9. CALCULATING AIRCRAFT AGE AND POSITIONING OF THE AIRCRAFT

9.1 Age limit of aircraft shall be calculated from the date of manufacture of the aircraft to the
date of application in complete for technical clearance to CAAB. After accordance of
technical clearance, the aircraft must be positioned in Bangladesh within a period of 90
(ninety) days for the proposed operation of the aircraft if under wet lease and registration
of the aircraft if under purchase or dry lease arrangements. Failure to position the aircraft
within the stipulated deadline shall require the applicant to initiate a fresh process
including fresh calculation of age of the aircraft.

Note: Date of manufacture of the aircraft will be counted from the date itself (when DD-MM-
YYYY is available) or last day of the month (when only MM-YYYY is available). But
non-availability of the exact date or month from any source, the last day of the
manufacturing year i.e. 31st December will be counted for calculation of the age of the
aircraft.

10. TECHNICAL DETAILS REQUIRED FOR IMPORT OF AIRCRAFT

10.1 The operator should also import required spares along with the aircraft, so that the aircraft
is maintained in airworthy condition as per the Civil Aviation Rules, 1984 and Air
Navigation Orders (Airworthiness Requirements) issued by the Chairman from time to
time.

11. MAINTENANCE OF AGING AIRCRAFT - GENERAL

11.1 The Rule 186 of the CARs, 1984 lays down the conditions for issue of Certificate of
Airworthiness (C of A) to an aircraft and the rule 187 states the requirements for its
continued validity. To ensure continued validity of the C of A, the operators are required
to maintain their aircraft as per the prescribed approved maintenance programmes,
wherein inspections are required to be carried out on FH/FC/calendar period basis. The
maintenance programmes are prescribed by the manufacturers taking into account the
normal utilisation of aircraft and its operational environment. Naturally a number of
associated problems creeps in those aircrafts which have reached or crossed their design
economic life, because of age, fatigue, environmental corrosion and accidental damage
experienced during the service. These damages if not properly detected and repaired in
time, can cause catastrophe. To ensure continued airworthiness of aircraft, manufacturers
of aircraft have issued documents prescribing additional structural inspections beyond
design economic life.

Issue – 3 Page 8 of 10 16 April 2012

 APPENDIX-1
ANO B.21

DESIGN SERVICE GOAL (DSG) / DESIGN SERVICE OBJECTIVES (DSO) ECONOMIC SERVICE LIFE
(ESL) AND LIMIT OF VALIDITY (LoV) OF FEW SELECTED AIRCRAFT MODEL

AIRCRAFT MAKE AND DSG / DSO / ESL & LoV OF FEW LI MIT OF VALIDITY (LoV)/
MODEL SELECTED AIRCRAFT EXTENDED SERVICE GOAL (ESG)
Calendar Flight Cycles Flight Hrs. AND REMARKS
Years (Yrs) (FC) (FH)
Airbus 20 Yrs. 40,000 FC 60,000 FH 40,000 FC/105000 FH (LoV)
A310-200
Airbus 20 Yrs. 35,000 FC 60,000 FH 40,000 FC/116000 FH (LoV)
A310-300
A320-200 20 Yrs. 48,000 FC 60,000 FH 60,000 FC/120,00 FH (ESG-1)
DC 10-30 30,000 FC 60,000 FH 60,000 FC/ 120,000 FH (LoV)
F.27 20 Yrs. 90,000 FC -- 90,000 FC (LoV)
Mk 100- 700
F.28 -- 60,000 FC -- 90,000 FC for Pre SB F28-51-26(LoV)
Mk1000-4000 100,000 FC for Post SB F28-51-26(LoV)
HS-748 20 Yrs. 30,000 FC 30,000 FH 90,000 FH (High Utilisation Schedule);
Series 2A/2B or
48 Years for Low Utilisation Schedule
B 707 20 Yrs. 20,000 FC -- Under evaluation by Boeing and
approval by FAA
B 727-100/200 20 Yrs. -- -- *85,000 FC/85,000 FH
B 737-100/200 20 Yrs. 51,000 FC 75,000 FH *75,000 FC/75,000 FH
L/N 1-291
B 737-100/200 20 Yrs. 51,000 FC 75,000 FH *85,000 FC/100,000 FH
L/N 292 and on
B 737-300 / 400 / 500 20 Yrs. -- -- *85,000 FC/100,000 FH
B 747-100/ 200 / 300 /SP 20 Yrs. 20,000 FC 60,000 FH *35,000 FC/135,000 FH
B 777-200 / 200LR / 300 30 Yrs. 40,000 FC -- *60,000 FC/160,000 FH
/300 ER
DC 9 Series 20 Yrs 40,000 FC -- *110,000 FC/FH
MD 80 Series 20 Yrs. 50,000 FC -- *110,000 FC/150,000 FH
Lockheed -- 36,000 FC 72,000 FH Under evaluation by Lockheed and
1011 Tri Star approval by FAA
Pilatus PC-12/45 -- 30,000 FC 25,000 FH 1. As it is small aircraft certified under
(Post SB 04-009) the FAR Part 23, therefore it has no
Design Economic Life. The current Life
Limit is same as the Design Service
Objective/Goal Life.
2. The current Life Limit is under
evaluation to allow higher Airframe
Life.
Dash 8 -- 80,000 FC 80,000 FH 1,60,000 FC/FH (Economic Repair Life)
Assuming 1 FH = 1 FC

Note: Asterisk marked FC/FH are based on Preliminary engineering calculation and will be subject to revision
following the completion of pending FAA rulemaking.

Issue-1 Page 1 of 11 15 January 2012

 CIVIL AVIATION AUTHORITY OF BANGLADESH
AIR NAVIGATION ORDERS

AIRWORTHINESS REQUIREMENTS
PART B- MAINTENANCE DIRECTIONS

CHAPTER B.22 REQUIREMENTS FOR REGISTRATION AND

AIRWORTHINESS CONTROL OF FREE BALLOONS

Sections Title
1 APPLICABILITY
2 DEFINITIONS
3 ASSEMBLY OF FREE AIR BALLOONS
4 REGISTRATION AND MARKINGS OF FREE AIR BALLOONS
5 SECURITY ASPECTS
6 CONDITIONS FOR FLIGHT OF A BALLOON
7 CERTIFICATION
8 WEIGING OF THE FREE AIR BALLOON
9 FLIGHT MANUAL
10 SERVICE DOCUMENTS, MANUALS, REPAIR SCHEMES ETC
11 LOG BOOKS
12 MANUAL REQUIREMENTS
13 DOCUMENTS TO BE CARRIED ON BOARD IN FLIGHT
14 DEFECTS REPORTING
15 INSTRUMENTS & EQUIPMENT TO BE CARRIED BY FREE
AIR BALLOONS IN FLIGHT
16 THE OPERATION OF THE FREE AIR BALLOON
17 TEST FLIGHTS
18 PILOT LICENSING
APPENDIX-1 PROFORMA DETAILING PARTICULARS FOR VERIFICATION
BY HOME MINISTRY REGARDING THE APPLICANT/FIRMS
FOR ASSEMBLY, PURCHASE, REGISTRATION AND
OPERATION OF MICROLIGHT AIRCRAFT/FREE AIR
BALLOONS

1. APPLICABILITY

1.1 This part of the Air Navigation Orders lays down the requirements for registration, issue/
renewal of Certificate of Airworthiness and continuous maintenance of manned free
balloons. The persons engaged on maintenance / overhaul / inspection / repair of the
balloons and the balloon components shall be licensed / approved by the Chairman.
 ANO (AW) B.22

2. DEFINITIONS

(i) "Balloon" means a non-power-driven lighter than air aircraft.

(ii) "Free Air Balloon" means a balloon that drives its lift from heated air or gas contained
within the envelope.

(iii) "Balloon Component" means any part, soundness and correct functioning of which
when fitted to a Free Air Balloon is essential for the continued airworthiness and safety
of the balloon.

(iv) "Major Damage" means any damage to a balloon or balloon component which may
affect the safety of the free air balloon or safety of the person on board.

(v) "Major Defect" means any failure or malfunctioning of a free air balloon or balloon
component, which may affect safety of balloon and/or of persons on board.

(vi) "Envelope" means the enclosure in which the lifting medium is contained.

(vii) "Basket" means the container suspended beneath the envelope, mainly used for the free
air balloon occupants.

(viii) "Design Maximum Weight" means the maximum all up weight of the free air balloon
when not filled with lifting gas or air.

3. ASSEMBLY OF FREE AIR BALLOONS

3.1 Before a firm undertakes assembly of free air balloon, a security clearance from the
Ministry of Home Affairs authorities for the purpose shall be obtained. The Security
Clearance is to be renewed after every 5 (five) years.

3.2 The standards prescribed in the FAR Part 31 for the design shall be the minimum
requirements for airworthiness of the free air balloons.

3.3 The suitability and durability of all materials must be established on the basis of
experience or tests. It will be ensured that they have the strength and other properties
assumed in the design.

3.4 Firm(s) desirous to take up assembly of free air balloons will intimate the Chairman of
their intention and apply for necessary approval as required under ANO (AW) A.1.

3.5 A free air balloon used for personal flying by the pilot(s) shall need to have a Type
Certificate.

3.6 The firm(s) taking responsibility for the quality assurance of the products will issue a
Certificate of Compliance to airworthiness standard duly signed by the CAAB approved
technical personnel..

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 ANO (AW) B.22

3.7 The Operator shall keep a complete record of all free air balloons assembled and shall
produce this record to Chairman when required.

3.8 The Operator shall prepare the necessary documents regarding maintenance and
operation for approval of the Chairman in accordance with ANO (AW) A.1.

3.9 The firm(s) shall issue satisfactory maintenance programme to ensure continued
airworthiness of the free air balloon and shall deliver the same with every balloon
assembled. The firm(s) shall also specify the overhaul life of the burner / instruments /
gas pipelines and advise the operators regarding organisations which shall be approached
for the overhaul or other major maintenance. The firm(s) shall be responsible for issuance
of any modifications to the free air balloon to improve safety of operations after the
approval of the Chairman. For this purpose the manufacturer of the free air Balloon may
provide kits or drawings or suggest alternate methods so that the operators can carry out
the modifications.

3.10 Components of Free Air Balloon/Spare Parts and Materials used on a Free Air Balloon
shall be:

(i) Covered by a Release Note, or equivalent document acceptable to the Chairman,

issued by an approved firm.

(ii) Manufactured or repaired/overhauled, inspected and certified as airworthy by an

approved organisation or persons appropriately licensed or approved by the
Chairman.

4. REGISTRATION AND MARKINGS OF BALLOONS

4.1 All manned free air balloons are required to be registered before any flight is undertaken
and registration markings must be affixed thereon in manner prescribed in the Rules 179
and 180 of the CARs 1984 and the ANO (AW) A.5.

4.2 The application for registration should be made on the form CA-27C and should include
the prescribed fee as mentioned in the ANO (AW) A.10. Bank Draft payable to the
Chairman.

4.3 The Certificate of Registration, when issued, shall include information on the type of free
air balloon, constructor's serial number, nationality, registration markings assigned, the
number and date of registration. A copy of this C of R shall be kept on board during
flight.

4.4 Every free air balloon shall carry an identification plate showing the registration
markings, constructor's name, the balloon serial number and the name and address of the
owner of the balloon.

5. SECURITY ASPECTS

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 ANO (AW) B.22

5.1 Security clearance of the Firm(s) / Owner/ Operator as is applicable shall be obtained
from the Ministry of Home Affairs authorities before initial commencement of the
operations.

5.2 Before registration of free air balloon in the name of any firm(s), full particulars thereof
shall be obtained in the prescribed form as is enclosed in the Appendix-1.

5.3 The free air balloon shall not be sold or disposed of in any way to any person or firm
without production of a certificate from the Chairman. The certificate shall granted by the
Chairman after verifying the antecedents of the prospective buyers.

5.4 The free air balloon shall not be flown over entire air space covering VIP locations,
defence installations, other restricted and prohibited areas. The free air balloon shall also
not be flown over an assembly of persons or over congested areas unless prior permission
in writing is obtained from the CAAB authorities. The restricted areas shall be notified by
the Chairman from time to time in consultation with the Ministry of Home Affairs.

5.5 The operator shall obtain clearance of the “Local Air Traffic Control” for flyig “the
maximum Altitude” in “Local Area” under the Control of the “Local Air Traffic”.

5.6 Similarly, he shall obtain clearance of the “Dhaka Flight Information Region, DAC
ACC” in all cases, if he operates in the areas “not under control” of the “Local Air
Traffic”.

5.7 The Operator shall be responsible for the safe custody, security and access control to the
free air balloon.

5.8 Normal security measures shall be ensured by the Operator at the place of operation
before each flight.

5.9 No photographic equipments shall be taken in the balloons and no photography is

permitted from the air except as may be granted by the AT Division of the CAAB.

5.10 No harmful objects, remote-controlled devices, arms, explosive, sensors should be carried
in the free air balloons.

5.11 Severe penalties/ action will be taken against the defaulters.

5.12 The form for furnishing particulars for the security clearance of the applicants by the
Section Officer of the Ministry of Home Affairs is given in Appendix -1.

6. CONDITIONS FOR FLIGHT OF A FREE AIR BALLOON

6.1 No free air balloon shall be flown unless it possesses a valid Certificate of Airworthiness.

6.2 Free air balloons engaged in any type of operations shall possess a Type Certificate
issued or validated by the Chairman or export C of A issued by a country whose
airworthiness standards are equivalent and acceptable to the Chairman.

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 ANO (AW) B.22

6.3 The Certificate of Airworthiness may remain valid for period 1 (one) year, unless
withdrawn or suspended earlier by the Chairman if he is satisfied that reasonable doubt
exists as to safety of the balloon in question.

6.4 The Certificate of Airworthiness of a balloon shall automatically stand suspended:

(i) If the free air balloon is not inspected and certified by Approved/licensed
personnel at intervals prescribed in the approved Quality Control Cum
Maintenance System Manual;

(ii) If mandatory modifications/inspections as required by the Chairman are not

carried out;

(iii) If modifications / repairs affecting airworthiness of the balloon and not approved
by the manufacturer or by the Chairman, are carried out; and

(iv) If a balloon suffers major damage or reveals any major defect which may render
the machine unsafe for flight and shall remain suspended till such time the above
deficiencies are removed.

6.5 The Chairman may renew the Certificate of Airworthiness in respect of a balloon for a
maximum period of 12 (twelve) months, after such inspection and subject to such
conditions as may be prescribed. Application for renewal of Certificate of Airworthiness
shall be made to the Chairman on the proper form, together with prescribed fee.

7. CERTIFICATION

7.1 No free air balloon shall be flown unless during 24 (twenty four) hours preceding the "lift
off", it has been inspected in accordance with an approved schedule and the
"Maintenance Release" issued, in the form as indicated in the appendix-3 the ANO
(AW) B.3A by an AME personnel licensed/approved by the Chairman.

7.2 After issue of the Maintenance Release as per the Appendix-3 of the ANO (AW) B.
3A, preflight inspection shall have to be carried out before the first flight of the day by an
appropriately licensed AME personnel or approved personnel, in accordance with a duly
approved schedule.

7.3 The Maintenance Release will remain for 25 (twenty five) hours or 30 (thirty) days
inspection times which ever is earlier. The overhaul of the balloon and its components
shall be carried out by holders of AME license, endorsed for a particular type of balloon,
or persons specially approved or authorised by the CAAB to inspect / repair / modify and
certify the airworthiness to the extent and scope of their license/approval permits.

7.4 The Certificate of Maintenance Release shall be made in duplicate, one copy of which
shall be handed over to the pilot and the other shall be retained by the operator for a
period of one month unless directed otherwise by the Chairman.

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 ANO (AW) B.22

8. WEIGING OF THE FREE AIR BALLOON

8.1 The Chairman may require the free air balloon to be weighed at the time of renewal of C
of A or at any other time considered necessary.

9. FLIGHT MANUAL

9.1 The operating limitations, normal and emergency procedures and other pertinent
information, peculiar to balloon operating characteristics are provided in the Flight
Manual, furnished with each free air balloon or by a placard in the balloon, that is clearly
visible to the pilot. The cockpit and emergency checklist in laminated form shall be
carried on board, unless they form a part of the Flight Manual. The Flight Manual where
applicable, shall always be carried on board.

10. SERVICE DOCUMENTS, MANUALS, REPAIR SCHEMES ETC.

10.1 Operators / Organisations shall not undertake maintenance / overhaul of free air balloons
unless they possess the manufacturers' maintenance/overhaul manuals and have an
arrangement for receiving amendments thereto.

10.2 Repairs, modifications and overhaul of free balloons and free air balloon components
shall be performed in accordance with approved drawings / repair schemes and overhaul
instructions issued by the manufacturers. In certain cases, the Chairman may accept
repairs carried out conforming to standard aeronautical practices.

10.3 Compliance of Service Bulletins / Instructions, mandatory inspections/ modifications

issued by the makers or the Chairman will be governed by the requirements of the ANO
(AW) B.4 and B.5.

11. LOG BOOKS

11.1 A Journey log Book in respect of each free air balloon indicating details of every flight,
like the date of flight, lift off time, total flight time, the places of departure and arrival,
shall be maintained. The entries in the log book shall be certified by the pilots
undertaking the flights.

11.2 A Balloon log book shall be maintained by every operator to keep a record of the flying,
modification and other repair work carried out on the balloon.

11.3 Overhaul Records / Maintenance / Records of Inspection / Replacements / Repairs /

Modifications / Flight times shall be maintained in appropriate free air balloon log-book.
The entries in the log book shall be certified by a licensed/approved person.

11.4 The records shall be preserved for the following periods :

(i) Free Air Balloon Log book: Until such time the balloon is permanently
withdrawn and its C of A is canceled by the Chairman. Provided that in case the

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 ANO (AW) B.22

free air balloon is involved in an accident resulting in damage beyond economical

repairs, the free air balloon log book shall be preserved for a period of 2 (two)
years after the accident or for such period as required by a competent authority
investigating the accident.

(ii) Procedure/Worksheet: For at least 5 (five) years after the pertaining to balloon
completion of work.

(iii) Records/Worksheet: One year after the component pertaining to lifed is

permanently withdrawn from use to lifed components

12. MANUAL REQUIREMENTS

12.1 All free air balloon Operators are required to prepare Quality Control-cum- Maintenance
Systems Manuals for the guidance of their maintenance staff which will cover the
following aspects :

(i) All approved maintenance schedules and if they are too bulky then only the
nomenclature of the approved maintenance schedules along with reference
number and date of approval be quoted in the Manual and approved schedules be
stocked separately.

(ii) Safety requirements required to be followed during free air balloon handling on
the ground or at the time of refueling/defueling, or while being housed inside a
hangar.

(iii) Procedure for keeping free air balloon log books/work sheets upto- date and
preservation of the same and individuals authorised to certify these documents.

(iv) Procedure of recording/reporting of all defects observed during inspection or

during flight and recording of rectification work undertaken.

(v) Occasions when test flights would be carried out.

(vi) Procedure of embodying mandatory modifications/ inspections.

12.2 Such Manuals are to be submitted to the AELD Office for the scrutiny. The manuals
prepared by operators shall have to be approved by the Chairman, in accordance with
ANO (AW) A.1.

13. DOCUMENTS TO BE CARRIED ON BOARD IN FLIGHT

(1) Journey Log Book.

(2) Radio-Telegraph apparatus log book, if applicable.

(3) Certificate of Registration.

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 ANO (AW) B.22

(4) Certificate of Airworthiness.

(5) Appropriate licence for the Flight Crew and Maintenance crew.

(6) Cockpit and Emergency Check List in laminated form or Flight Manual (if
applicable).

(7) Weight Schedule, duly approved and to be displayed at a prominent place.

14. DEFECTS REPORTING

14.1 All defects observed on ground and during flight shall be recorded in the Aircraft
Maintenance Log book, against which the rectification action taken, shall also be
appended by a licensed/approved person and signed and dated. The requirements of ANO
(AW) B.5 shall be observed.

15. INSTRUMENTS & EQUIPMENT TO BE CARRIED BY BALLOONS IN FLIGHT

(1) Hand fire extinguisher of an approved type, in the main compartment carrying
personnel.

(2) Safety harness for each personnel on board. The harness for each person need not
be provided for gondola or basket type of balloons.

(3) A compass

(4) An altimeter

(5) A rate of climb indicator.

(6) First aid kit

(7) A fuel quantity gauge.

(8) An envelop temperature indicator.

(9) Burner relighter.

(10) Two way R/T Communication Equipment.

(11) Life jackets

(12) Any other instruments informed by the Chairman.

16. THE OPERATION OF THE BALLOON

16.1 Flights will only be undertaken during day time under V.F.R conditions.

Issue-1 Page 8 of 11 15 January 2012

 ANO (AW) B.22

APPENDIX-1

PROFORMA DETAILING PARTICULARS FOR VERIFICATION BY POLICE

REGARDING THE APPLICANT/FIRMS FOR ASSEMBLY, PURCHASE,
REGISTRATION AND OPERATION OF FREE AIR BALLOONS

WARNING: SUPPRESSION OF MATERIAL OR FACTUAL INFORMATION IN THIS

FORM SHALL BE A DISQUALIFICATION.

1. (a) Name of Applicant in Full (in Block Letters)

Surname Name Aliases, if any

(b) Parentage :

Surname Name Aliases, if any

2. Present address in full, including Police Station:

3. (a) Permanent address in full, including Police Station :

(b) If originally a resident of a country other than Bangladesh, address in that country and the
date of migration to Bangladesh:

4. Nationality :

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 ANO (AW) B.22

5. Date and place of birth, with full address:

6. Profession/occupation after the age of 18 years :

7. Particulars of places, with full address, where the applicant has resided for more than a year
during the preceding ten years :

8. (a) Particulars of relatives - Bangladeshi and non-Bangladeshi - working in foreign Missions,

foreign organizations including foreign concerns, with full details :

(b) Particulars of relatives living abroad with their full address:

9. Is the applicant or any of his relatives a member of social or cultural organisation which is
associated with or assisted by a foreign Mission or organisation?

10. Has the applicant visited a foreign country recently? If so, details thereof:

11. Has the applicant ever been arrested, prosecuted, kept under detention, or convicted by a
court? Give details:

Certified that the information furnished in this proforma is correct and complete to the best of my
knowledge and belief. I am aware that furnishing of wrong information or suppression of factual
or material information will dis-entitle me from grant of the licence/permit.

Date : Signature of the Applicant

(Ministry of Home Affairs)

Issue-1 Page 11 of 11 15 January 2012