KANAERO TECHNICS PRIVATE LIMITED DOC REF: KATPL/MOE/01

MAINTENANCE ORGANISATION EXPOSITION ISSUE FEB 2025

PART – 02 (MAINTENANCE PROCEDURE) REV 00 ---

PART 2
MAINTENANCE PROCEDURE

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2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE. (Ref. CAR 145.A.65 (b), 145.A.42)
2.1.1 PURPOSE.
The aim of this procedure is to ensure that parts and materials procured /sub-contracted services (known as
vendor) provided by external sources are in compliance with required airworthiness standards.

DEFINITION:
APPROVED SUPPLIER: Approved supplier is a supplier approved by OEM/DGCA/ European Aviation Safety
Agency (EASA)/ Federal Aviation Administration (FAA)/ UK CAA to supply technical spares along with additional
criteria as specified in following paragraph.

RAPL deals only with suppliers holding aviation approvals either from regulatory authority or approval
certification acceptable to the aviation industry and all supplier and distributors of aeronautical parts and the
certifications they supply are vetted or approved by CMM.

CONTRACTOR: The Contractors are those agencies who are approved under DGCA (CAR 145)/ EASA (Part
145)/ FAA/CAA and they can work under their approved Quality System.

SUB-CONTRACTOR: The Sub-Contractors are those agencies who are not approved by DGCA (CAR 145)/
EASA (Part 145)/ FAA/ CAA and they work under Kan Aero Technics approved Quality System.

2.1.2 POLICY.
a. Spares /materials /tools/equipment intended to be used for aircraft maintenance shall be procured from
OEM/OEM recommended sources/FAA/EASA/CAA /Kan Aero Technics approved agencies. The aircraft
spares/materials shall have valid authorized release certificate such as CA Form 1/EASA Form 1/FAA 8130-
3/CAA form 1 /Certificate of Conformity, any other certificate acceptable to DGCA.
b. Services such as Plating, machining, technical manpower support etc. may be contracted to appropriate
CAR 145 organization.
c. All suppliers, maintenance organization, component repair & overhaul agencies and service providers
shall be evaluated and approved by Quality Manager.

2.1.3 RESPONSIBILITIES:
a. QUALITY
i. Compliance Monitoring Manager to evaluate the vendor based on data provided by the Store
Inspector, and after being approved by the Compliance Monitoring Manager, Store Inspector will
monitor the Vendor as per the procedure defined.
ii. Compliance Monitoring Manager – For approval of Vendors
d. MATERIALS MANAGEMENT
i. Stores Inspector is responsible to advise Compliance Monitoring Manager in writing of any deviation
from contractual agreement by the service provider/supplier.

2.1.4 SUPPLIERS.
1. CLASSIFICATION OF SUPPLIERS
 Suppliers can be classified into 3 categories as follows: ‐
i. Original Equipment Manufacturer (OEM): It refers to the company that originally manufactured the
product. They are approved directly by their National Airworthiness Authority as well as by Aircraft /
Engine Manufacturers and are not required to be audited prior to placing orders although the same
level of care is required when the parts are being received into stores.

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ii. Repair/Overhaul stations (MROs): must be approved by the Airworthiness Authority of the country
concerned and be listed as per approved organization as per EASA/FAA/CAA/DGCA or any other
regulatory authority accepted by DGCA as applicable.
iii. Parts Suppliers (Vendors): prior to being contracted as a supplier to provide approved components or
parts, either new or used, and standard parts will be assessed by the Quality Department in respect
of level of supply support, the effectiveness of the quality system used by the supplier, traceability of
origin of the approved components. This is achieved by forwarding a vendor/supplier evaluation
form, to the company for completion and return to Kan Aero Technics prior to them being
approved.

2. SOURCES OF SUPPLIES
 Items/ Components are procured from the following sources:

a. Aircraft/ Engine/ Accessory components:

I. OEM/ OEM recommended or approved sources;
II. DGCA/ FAA/ EASA/CAA approved sources/KTPL approved sources;

b. Materials
I. OEM/ OEM recommended or approved sources;
II. DGCA/ FAA/ EASA/ CAA/KTPL approved sources

c. Standard parts
I. Parts manufactured in complete compliance with an established industry, DGCA or
other Government specification.
II. OEM/ OEM recommended or approved sources/RAPL approved sources

d. Consumables
I. OEM/ OEM recommended or approved sources;
II. Vendors approved by Kan Aero Technics Quality Manager.
2.1.5 PROCEDURE.
2.1.5.1 PROCUREMENT OF SPARES/MATERIALS /TOOLS /EQUIPMENT.

a. In general, parts and materials shall be procured from OEM or OEM recommended sources.
However, it may be procured from other suppliers/repair agencies, subject to the approval of Kan Aero
Technics Quality Manager.
b. All vendors in the Approved vendor are evaluated based on the vendor evaluation form that is sent by
Store Inspector to vendors. On receipt of duly filled-up vendor evaluation form, it will be evaluated by
Compliance Monitoring Manager as per the criteria mentioned in this chapter and vendor evaluation
form will be filled for acceptance/ rejection and in some cases, OEMs prefers to send their credentials on
their own format not using our evaluation form, in such cases Store Inspector to present the case to Quality
manager, based on the acceptance of the Compliance Monitoring Manager the vendor’s evaluation may be
used on case-to-case basis.
c. Each Vendor in the Approved vendor list is evaluated by Compliance Monitoring Manager based on
their credential and compliance of airworthiness requirements for proposed spares/materials to be
procured from the agencies through audit.

d. Store Inspector will add the vendor’s name and details after getting confirmation from Quality as an
approved vendor on vendor master List. Approved vendor list is amended by purchase manager and
sent to Compliance Monitoring Manager for approval. Copy of all records in respect of approved
vendor will be held with quality,

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e. An OEM / OEM subsidiary or an aeronautical spare stockiest which can furnish appropriate release
certificate i.e., EASA Form 1, FAA Form 8130-3, UK CAA Form 1, Authorized Release Certificate / CA Form 1
or equivalent shall only be selected as supplier.
f. All OEMs will be automatically treated as approved suppliers. All repair stations holding EASA Part-145 / FAR
Part-145 / CAR 145 State CAA approval will be automatically treated as approved suppliers. The vendors
supplying commercial
(Non-Aviation) items will be automatically treated as approved suppliers.
g. Only the suppliers other than those as listed in paragraph 2.1.5.1 (f) above will be evaluated by Quality for
approval. The evaluation will be based on their capability, regulatory approval or certification by
recognized body.
h. Latest copy of Approved Vendor List will be held in Quality Department.

2.1.5.2 APPROVAL OF ORGANIZATION FOR COMPONENT REPAIR.

a. Organization approved under CAR 145 / EASA 145 / FAA 145 / UK CAA or OEM may be considered
for component / engine repair.
b. Compliance Monitoring Manager will evaluate the documents of the above-mentioned Organization, and
after satisfactory evaluation, Compliance Monitoring Manager will approve them for inclusion in the
approved vendor list.

2.1.5.3 SUB-CONTRACTING POLICY.

The sub-contracting shall be done in part or whole, based upon the Memorandum of Understanding (MOU)
made between the Kan Aero Technics and the Sub-Contractor. Before sub-contracting following will be
considered:
i. Kan Aero Technics being a CAR 145 approved organization shall ensure that the subcontractors perform the
work in conformance with the Kan Aero Technics Quality system and regulatory requirements.
ii. The subcontract may include fabrication, Plating, Heat treatment machining, repair of cabin items,
upholstery, painting etc.
iii. The Quality audit personnel shall carry out audit of the at sub-contractor’s facilities for compliance with Kan
Aero Technics MOE and CAR 145 requirements, based on audit report sub contract agency may be approved
and ensure that they meet the regulatory requirements. On satisfactory audit report, the firm will be
approved under Kan Aero Technics quality system, agency used for sub-contracting, a quality plan is to be
made by the respective maintenance manager detailing step by step task to be performed
iv. In case of regular work, a formal written maintenance contract is executed between Kan Aero Technics and
the contractor for the specified work. Airworthiness authority and Kan Aero Technics Quality Audit officials to
have free access to contactors maintenance facilities for inspection and audits. If found un-satisfactory then
the approval will be revoked.
v. The work performed by the sub-contractor under Quality system of Kan Aero Technics CAR145 will meet the
following requirements:
a. All parts and materials used shall be procured from sources acceptable to Kan Aero Technics and shall
have full traceability;
b. Proper record keeping system shall be available to Kan Aero Technics auditors at all times;
c. Only qualified personnel in the subcontractor’s company will be authorized to perform the work;
d. If full conformance to requirements (of any work) cannot be verified on receipt of item, then presence of
Kan Aero Technics representative as delegated by the Compliance Monitoring Manager shall be
necessary;
vi. In case the sub-contractor is itself approved under CAR145/ EASA 145 / FAA part 145, CRS will be issued by
the sub-contractor under their respective Maintenance Organization approval reference.

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vii. In the case of Sub-contractor approved under the Quality system of Kan Aero Technics CAR145, the sub-
contractor shall always issue the CRS & CA- Form-1 under the CAR145 Maintenance Organization approval
reference of Kan Aero Technics .
viii. When aircraft maintenance certification is sub-contracted, the accepted certifying staff shall be provided
Kan Aero Technics company procedure training.

ix. Final certification of the work /products shall be made by personnel authorized /accepted by Kan Aero
Technics using Redbird documents.

x. The sub-contracted organization shall maintain the record of activities undertaken. All certification
documents shall be transferred to Kan Aero Technics.

xi. Quality Department shall review all the completed work /documents to ensure that service level agreement
is met in accordance with laid down terms and conditions.

xii. The sub-contracted agencies shall be audited by Kan Aero Technics at least once in a year.
2.1.5.4 APPROVAL OF SUB-CONTRACTORS.
a. Compliance Monitoring Manager is responsible for approving the use of all contracted agencies. Compliance
Monitoring Manager remains responsible for all inspections, repairs, modifications overhaul
accomplished by sub-contracted agencies. (including Agencies not holding approval under CAR 145).
b. The sub-contractor shall meet all the required standards, facilities, personnel requirements & procedures as
laid down in the CAR145 requirements.
c. The contract/repair work order shall clearly define maintenance to be carried out, role and
responsibilities of both Kan Aero Technics and sub-contracted agency.
d. DGCA officials/Redbird Maintenance/Quality personnel shall have free access to sub-contractor’s facilities
for inspection and audits and provision for the same will be made in contract agreement between Organization
and the sub-contractors.
e. Redbird shall be responsible for satisfactory compliance of the requirements pertaining to the sub-contracted
activities.
f. List of sub-contractors along with the scope of approval granted by Kan Aero Technics will be maintained in
accordance with MOE 5.2.

2.15.5 DGCA ACCEPTANCE. (AMC 145.A.75 (b) (3-4):

Authorization to sub-contract is indicated by DGCA accepting the maintenance Organization exposition
containing a specific procedure on the control of subcontractors.
II.1.5 SUPPLIER MONITORING PROCESS:
a. The continued utilization of vendor/supplier is subject to the experience in dealing with the
vendor/supplier and continual assessment of quality standards applied to the services provided.
b. Suppliers will be monitored by Stores Inspector for their performance, any adverse findings will be
intimated to the supplier requesting an improvement in performance.
c. Vendor/Supplier monitoring process is to ensure that:

I. Only approved vendors/suppliers are entrusted with the supply / servicing of aircraft or aircraft
components / parts
II. Any deviation from the contractual agreement is not only brought to notice, but their causes are also
investigated and corrected.
III. The quality of services obtained is satisfactory.

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d. In the event of one, or more of the following circumstances, the vendor/suppliers can be subject to
restriction, suspension or deletion:
I. Regulatory certificate violations (or absence of required certificates)
II. Continued lack of cooperation with Quality surveillance activities
III. Any repeated Non-Conformances
e. The Approved Vendor List will be accordingly updated for continuation, restriction, suspension or deletion
of a vendor.
f. The records of approval and quality monitoring /audit records shall be retained for a period of 2 years from
its last validity.

2.1.6 REVOCATION OF SUBCONTRACT.

A subcontract can be revoked for not meeting the standard set by Kan Aero Technics under CAR-145 / any audit
report is not satisfactory, and the subcontractor is unable to rectify the root cause of the findings or any
material/ service provided by the subcontractor is rejected as being un-airworthy as mentioned above.

2.1.7 SUPPLIERS ON-SITE EVALUATION (AUDIT).

Supplier’s site will be audited by the quality department for the following.
a. Correct packaging (ATA standard or equivalent).
b. Correct labeling.
c. All paperwork complete and correct documentation.
d. Freedom from obvious damage.
e. Agreed method of transport.
f. Dimensional acceptance.
g. Item conforms to order number.
h. AD/ SB embodiment date.
i. Delivery date.
j. Reliability of components, parts and materials supplied.
k. Regulatory Body acceptance.

2.2 ACCEPTANCE/INSPECTION OF AIRCRAFT COMPONENTS AND MATERIAL AND INSTALLATION .

[Ref. 145.A.55 (a), 145.A.70 (a) 12, 14, 16, AAC 3 of 2006]
2.2.1 PURPOSE.
This section describes the policy and procedures for the acceptance / inspection of aircraft components, Parts
and materials received from approved suppliers or repair stations, which repair, modify, or OEM items for
Kan Aero Technics. Receipt Inspection is the process by which Kan Aero Technics determines that aircraft
components and materials are accepted by the company for use on aircraft maintenance.

2.2.2 RESPONSIBILITY.
a. The Stores Inspector is responsible for performing the Receipt Inspection function and issue of serviceable
tag.
b. The Stores Inspector will be responsible for determining the disposition of quarantined / rejected items
originating from Receipt Inspection discrepancies.

2.2.3 AIRCRAFT COMPONENT / MATERIAL ACCEPTANCE PROCEDURE.

a. Store inspector is authorized person to accept the Spares / materials / consumable from approved source
and entry into the inventory.

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b. On receipt of the spares / materials, the same shall be placed in receipt section, till the airworthiness status
of the received material is ascertained.
c. Component / equipment, including Engine and APU received and intended to be used for aircraft
maintenance shall be verified for valid airworthiness certificate such as CA Form 1/EASA Form 1/FAA
8130-3/UK CAA form 1 / any other certificate acceptable to DGCA Certificate of conformity,
release note, serviceable tag issued by a CAR-145 approved organization or equivalent release certificate
accepted by Quality Manager.
d. Standard part/ Raw material/ Consumable shall be accepted with Certificate of Conformance, clearly
identifying the standard it conforms to and traceability to manufacturer.
e. Spares/materials/consumable shall be inspected for good physical condition, details of parts and quantity, in
correlation with the purchase order and the accompanying document such as airways bill, airworthiness
certificate. Also, the parts compatibility status with fleet configuration shall be verified.
f. Modification standard and AD compliance status shall be verified with the compatibility status while booking
into inventory.
g. On satisfactory completion of inspection, the component / material details such as part number, serial
number, TSN, CSN, shelf life etc. shall be entered into inventory.
h. For every components / material taken into inventory, Serviceable Label shall be generated indicating all
details of the part.
i. The incoming Authorized release certificate shall be preserved as part of record.
j. In case of discrepancy, the store inspector shall quarantine the item and a discrepancy report is raised and
forwarded to Quality Manager. Such quarantine items shall be moved to a dedicated quarantine area.
k. All airworthiness certificates related to components shall be preserved for three years from the time its
unserviceable or withdrawn from service for any reason.
l. The shelf life and storage condition of all spares in the inventory shall be documented and monitored.
m. The shelf life expiry and storage condition (if applicable) shall be reflected on the store’s acceptance tag,
which shall be further monitored by the stores.
n. Component in stock which do not fulfill the eligibility criteria for installation such as AD/SB requirement, it
shall be identified and segregated in the system and physically moved to Quarantine area, to prevent use of
such component on the aircraft.
o. Component transferred between internal sources shall be verified for damage and Serviceable Label while
accepting clearly identifying the component status.
p. In case of any discrepancy or incompatibility with fleet, the same shall be quarantine and routed back to
supplier.
q. Any storage life/ condition specified in serviceable label shall be adhered to and shall be monitored by Stores
Personnel.

2.2.4 RECEIPT INSPECTION AND ISSUE OF SERVICEABLE TAG BY AME.

a. In exigencies or in AOG situation wherein a part after receipt is required to be used immediately and no
Stores Inspector is on duty to issue a serviceable tag, a type rated or approved AME may issue the
serviceable tag for the subject part if it is accompanied with supporting documents such as CA Form
1/EASA Form 1/FAA 8130-3/Transport Canada form 24-0078/any other certificate acceptable to
DGCA, Certificate of conformity, release note, serviceable tag issued by a CAR-145 approved
organization, etc. and is free from any external damage.

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b. A copy of the serviceable tag issued under this provision will be forwarded to Stores for up-dation of
record to be done by Stores Inspector next working day.

2.2.5 HANDLING OF NON-CONFORMITIES DETECTED DURING THE RECEIVING INSPECTION.

i. Parts received are to be quarantined for the following discrepancies.
a. Requisite documents not received.
b. Physical quantity not matching with the shipped invoice.
c. Part details do not match with documentation.
ii. Store Inspector will issue ‘Quarantine’ tag in respect of those parts and ensure that the tag is attached with
the part.
a. Quarantined parts will be kept in separate ‘quarantine’ area until the discrepancies are made good or they
are returned to the supplier.

2.2.5.1 SUSPECTED UNAPPROVED PARTS.

DEFINITION: An Unapproved part is not one meeting approved design data applicable to that part and which
has been not been manufactured and subsequently not maintained in accordance with the requirements of the
State of Design, Manufacture or Registry,
Suspected unapproved parts shall be identified based on the following: -
a. Components/part/ material received without proper airworthiness certificate such as CRS/ C of C.
b. Airworthiness documents are found altered / tampered
c. Components/part/ material made or altered so as to imitate or resemble an approved part, without
authority or rights, and with the intent to mislead or defraud by passing the imitation as original or genuine.
d. Components/part/material shipped directly by a manufacturer who does not hold an approval for such
production from Type Certificate Authority or Supplier/ distributor not approved under DGCA, FAA, EASA.
e. Component / material / part procured from un approved source
f. Components / parts that have been maintained or repaired and returned to service by persons or facilities
not authorized under CAR 145 or equivalent standards.

2.2.5.2 PROCEDURE FOR HANDLING SUSPECTED UNAPPROVED PARTS.

a. If the part is found suspected unapproved part or bogus part as per the detailed mentioned above, Store
Inspector will raise a Rejection Note and circulate the copies of the same as follows:
I. 1ST copy-Supplier
II. 2ND copy- Organization Record (Quality)
b. In all such cases as mentioned in 2.2.3.4 (a) (b), Store Inspector shall fill the Suspected Unapproved Part form
and forward the form to Quality Department for further investigation.
c. Compliance Monitoring Manager will ensure that necessary investigation must carried out and action to be
taken accordingly. Such report in respect of un-approved parts shall be submitted to manufacturer /Type
certificate holder and DGCA. Final corrective recommendation shall be sent to Procurement Officer.
d. Detailed procedure for rejection due to suspected/unapproved parts is mentioned in EPM.

2.2.6 REFERENCES.EPM

2.3 STORAGE, TAGGING AND DELIVERY OF COMPONENTS AND MATERIAL TO MAINTENANCE.

[Ref. CAR 145.A.25 (d), C A R 1 4 5 . A . 4 2 ( c ) , 145.A.70 (a) 12]

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2.3.1 PURPOSE.
To detail policy and procedure of storage, tagging and release of aircraft components and materials to aircraft
maintenance.

2.3.2 RESPONSIBILITY.
The overall responsibility for ensuring that established stores inspection procedures are maintained and lies
with the Compliance Monitoring Manager (CMM).
The Stores Inspector is responsible to the CMM for incoming stores inspection to ensure that incoming parts
and materials confirm to specifications, part number, purchase order or repair order and that the correct
supporting documents are received, and the items are properly preserved. The Stores Inspector is responsible
for receipt and dispatch and logistics required for receipt and providing stored/ received spares to users.

2.3.3 PROCEDURE.
2.3.3.1 PARTS STORAGE.
a. After receipt of aircraft components and materials, Stores Inspector will compare the same against
Purchase Order, Airway Bill etc.
b. Goods Receipt Note should be attached with copies of requisite documents such as Airways Bill, Import
Invoice, Purchase Order reference, Release Note/ Certificate, Shop Report of spare part, Material Safety
Data Sheet in case of Sealants/Adhesives etc.
c. If the parts are received on alternate part number, then the Stores Inspector will attach the document
along with the acceptance tag to show that the same is alternate part number.
d. Subsequently the Spares / Parts shall undergo Receipt Inspection Process. Store Inspector after completion
of inspection process will enter spares / parts details into inventory and issue store acceptance tag.
e. Received parts, which do not pass receipt inspection process, will be placed in the quarantine store along
with Quarantine Tag. Store Inspector will clear the parts inspection after receiving the proper document and
issue the store acceptance tags.
f. Identification and traceability of parts received in lots will be managed as below:
i. Store Acceptance tag will have the receipt details along with batch number.

ii. Store Acceptance tag will be issued batch wise.

iii. Parts of each batch will be stored in separate packing with Store Acceptance tag.

iv. Parts will be issued on the ‘First-In First-Out (FIFO)’ basis for shelf lifed items.

v. Parts will be issued along with Store Acceptance tag or a copy of Store Acceptance tag if partial batch is
issued.

vi. Stores will record the consumption of the part in the Inventory along with traceability.

g. All aircraft parts, components and materials will be suitably classified, appropriately segregated, tagged and
identified prior to storage in bonded area.
h. Aircraft components will be stored on suitable racks. Large size structural components (engine, landing
gear…) will be stored in the designated area of stores for such items.
i. All aircraft components, whenever practicable, should remain packaged in original packing / protective
material.
j. All units must be preserved as per manufacturer’s recommendation (if available), DGCA requirements, if
any, or as per standard industry practices.
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k. Commercial parts will be stored separately.

l. Sealant, Paint, oil and Grease must be placed separately from the bonded stores.
m. All Rubber products including wheels and tires are preserved as per manufacture recommendation (if
available) DGCA requirements, if any, or as per standard industry practices.
n. ESDS items should be handled carefully and should have separate ESDS rack, maintained as per OEM
instruction.
o. Parts which are usually supplied, as appropriate, in special transport cases or packaging, should not be
unpacked until required for use. Blanking plates on engines or components and blanks fitted to pipe
connections or other openings, should only be removed for installation or functional tests.
p. Store Inspector will be responsible to remove the shelf life expired parts / material from bonded stores for
appropriate action.

2.3.3.2 RELEASE OF MATERIALS FROM BONDED STORES TO AIRCRAFT MAINTENANCE.

a. All materials are issued through material requisition raised by Maintenance personnel.
b. Materials issued from Stores to Maintenance will be accompanied with s t o r e acceptance
tag/ Serviceable Tag or copy thereof.
c. All the transaction from the store will be controlled by Store Inspector.
2.3.3.3 MATERIALS OF CONFORMITY AND TRACEABILITY (MONITORING).
a. Shelf life limits (if applicable) are written on the serviceable tags by Store Inspectors during acceptance
of material.
b. For chemical materials with shelf life, serviceable tag indicating the expiration date of shelf life is
attached to each container during receiving inspection. Material that have completed or about to complete
their shelf life are listed and monitor by stores personnel for further appropriate action.

2.3.3.4 REVIEW OF SPARES.

 Physical Inventory verification is carried out at least once a year by the Stores Inspector to
physically trace the spares in stock.

2.3.3.5 UNSALVAGEABLE PARTS/COMPONENTS.

Unsalvageable Components shall be scraped / mutilated beyond repair to prevent re-entry into the component
supply system and disposed-off as per scrap procedure has been documented in EPM.
Those parts and components which has reached certified life limit shall be classified as unsalvageable and will be
scraped unless the life has been approved as per CAR 21.

2.3.3.6 CONTROLLED ACCESS TO STORAGE FACILITIES.

A strict control of access to the Stores area is applied to personnel to ensure that the procedure laid
down for acceptance and issue of aeronautical parts is controlled. This is achieved by restricting entry into
Stores areas only to authorized staff.

2.3.4 FABRICATION OF PARTS.

Kan Aero Technics, does not intend to fabricate the parts, hence this chapter is not applicable.

2.3.5 REFERENCE: EPM

2.4 ACCEPTANCE OF TOOLS AND EQUIPMENT. [Ref. CAR 145.A.40, 145. A.70 (a) 12]

2.4.1 PURPOSE.

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All general or precision tools / equipment utilized to measure, calibrate or otherwise establish
serviceability of aircraft, its systems and equipment will be accepted into tool store only after they have
been subjected to an acceptance procedure.

2.4.2 RESPONSIBILITY.
Stores Inspector is responsible for accepting incoming tools and equipment accompanied with relevant
document / manuals with the calibration certificate.

2.4.3 PROCEDURE.
2.4.3.1 RECEIVING INSPECTION OF TOOLS / EQUIPMENT.
Receiving inspection of tools / equipment is accomplished to determine at least the following.
a. Tools / equipment are correctly packed
b. Proper documentation (such as Correction Card, Calibration Certificate, Certificate of Conformity, Load Test
certificate, Operation Manual, as applicable) is available and correctly filled in.
c. A General visual check for condition.
Upon fulfillment of inspection requirements, Store Inspector will issue Serviceable Tag. Store Inspector will
maintain a list of all tools / equipment including precision tools / equipment requiring calibration with all
pertinent details.

2.4.3.2 HANDLING OF NONCONFORMITIES DETECTED DURING THE RECEIVING INSPECTION.

a) Tools / equipment received are to be Quarantined for the following discrepancies.
i. Requisite documents not received.
ii. Physical quantity not matching with the shipped invoice.
iii. Tools/equipment details do not match with furnished documents.
Quarantined tools / equipment will be kept in separate ‘quarantine’ area along with Quarantine tag until the
discrepancies are made good or they are returned to the supplier. Quarantine area will be a separate
location / enclosure outside from bonded stores where quarantine items will be stored. If the tool /
equipment is found physically damaged or not conforming to requirements, Store Inspector will raise a
Rejection Note and circulate the copies of the same as follows:
i. 1ST copy—Stores Inspector.
ii. 2ND copy - Record (Quality)
Upon receipt of tools and equipment from supplier, the Stores Inspector will ensure that an Inspection /
Calibration Status Label is affixed in a prominent position on the item, with complete details of the
calibration status.
b) Loaned Tools - In case certain tools required for task accomplishment are not available or the tool is due for
calibration or is unserviceable for any reason, Kan Aero Technics shall arrange from other approved CAR
145/ CAR-M Organization or airline or vendor who can supply the tool.

2.4.4 REFERENCES: EPM

2.5 CALIBRATION OF TOOLS EQUIPMENT. [Ref., C A R 145. A.40 (b), 145.A.70 (a) 12, AAC 8 OF 2017]

2.5.1 PURPOSE.
This section establishes procedures for control and calibration of tools / inspection, measuring and test
equipment used to return aircraft, engines and components to service.

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All tools, precision measuring test equipment will be calibrated / tested / inspected according to officially
recognized standards such as (NABL/OEM/OEM approved agencies/DGCA approved organization) to ensure
serviceability and accuracy.

2.5.2 RESPONSIBILITY:
a. Store Inspector is responsible to implement the calibration program and calibration control of precision tools
/ equipment.
b. Store Inspector is responsible for monitoring and tracking for calibration of tools/equipment.
c. User is responsible to ensure the validity of calibration prior to use of tools / inspection, measuring and test
equipment.

2.5.3 PROCEDURE.
a. Calibration/Inspection of tools, precision measuring test equipment, shall either be contracted to the
vendors selected, evaluated and authorized as per MOE 2.1
b. Calibration of tools, equipment’s, precision tools and equipment’s can be done at agencies or laboratories
approved by, NABL/ILAC or OEM of the tools/Equipment’s or OEM approved agencies.
c. Calibration, of tools / inspection, measuring and test equipment, will be at a frequency as
prescribed by OEM or where such frequency recommendation is not available Kan Aero Technics will follow
frequency used in the aviation industry (Refer EPM)
d. Acceptance and labelling of tools and equipment is described in MOE 2.4.
e. Subsequent to receipt inspection, Stores Inspector shall enter the tools / equipment inspection /
calibration data into Calibration monitoring register for traceability and monitoring.
f. Stores Inspector shall ensure that Inspection/Calibration Status Label (Due date of inspection) is affixed in
a prominent position on the tools/equipment, with complete details of the inspection / calibration
status and next due date.
g. The inspection / calibration status of the tools / equipment held at every station is monitored from base
and controlled by Store Inspector.
h. Store Inspector shall ensure that all items that require recalibration are removed from service whenever
they are due for recalibration. To accomplish this, a report is generated in the first week of every month
to identify the items due for calibration for that month.
i. Store Inspector will ensure that a replacement item is routed, or alternate arrangement is made for
availability of the said item at the location from where the item is withdrawn for calibration.
j. Calibration records and traceability to the standards used will be preserved for a period of five years.
k. For detailed procedure in respect of maintenance of test equipment, please refer EPM.

2.5.4 REFERENCES: EPM

2.6 USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE TOOLS).

(Ref. CAR 145.A.25 (d), 145A.40, 145. A.48(a), 145.A.70 (a) 12)):

2.6.1 PURPOSE.
This part describes the management, distribution and return of tooling and equipment (including alternate
tools) to stores after use by Kan Aero Technics Maintenance staff.
2.6.2 RESPONSIBILITY.
User is responsible to
a. Use the correct serviceable tools and equipment while carrying out maintenance tasks.
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b. Read the operating instructions and precautions to be observed while using a specialized tooling and
equipment.
c. Determine the need for, and the selection of equivalent equipment / tool.
Store Inspector is responsible for scrapping of tools / equipment after obtaining approval from Maintenance
Manager as per the policy.
2.6.3 PROCEDURE.
2.6.3.1 USE OF TOOLS AND EQUIPMENT.

a. Prior to use of tools and equipment, staff must have adequate operating knowledge of the tools and
equipment.
b. Appropriate standard tools / equipment recommended by the manufacturer shall be used at all work
locations for maintenance activities. Alternate tooling / equipment may be used after Quality Manager’s
approval.
c. Tools and equipment shall be used by maintenance staff as per the pertinent approved data or
maintenance instructions and as per procedures given in the AMM, tools manual or other relevant manuals.
d. It must be ensured that the tooling and equipment for aircraft and component maintenance must be
properly handled and maintained as per standard procedures / safety measures.
e. All tool users will particularly observe the personal safety, environmental and aircraft protection
considerations.
f. Tools issued on ‘Daily’ basis are controlled by Stores against the user's signature in the “Tools Issue
Register”. The tools must be returned to the Stores on completion of work. All items are checked
by user and Stores Inspector for condition and matching identification and the number of tools outgoing
(issued) with number of tools returned to store.
g. In case the tool could not be recovered, Stores Inspector should notify the concerned Manager about
the event in writing or e-mail. The concerned Manager will immediately initiate the tool search
following notification of the lost / misplaced tool.
h. Certifying Staff will ensure that all tools are located before issue of CRS. Stores Inspector shall report to
Certifying staff that all tools used on the aircraft are received. In case of Non-Receipt of tool concerned
Manager & MM will be informed. Proper search will be carried out for the location of tool.
i. Maintenance and accountability of tools issued as part of individual / shift tool kit is the responsibility of
the individual / shift to whom the kit is issued. The tools are to be accounted for by the individual
/ shift on completion of work Every day. If a tool is found to be lost or misplaced, the individual / shift
should notify his / her / their Manager, Maintenance Manager and Stores Inspector in writing or e-mail
so that the tool search can be initiated immediately.
j. Store is responsible for verify the inventory of tools on regularly basis.
k. If the item becomes unserviceable during use, it is the responsibility of the user to ensure that the
item is correctly tagged (unserviceable) as such before return to stores.
l. In case of rejection of Tools, Store Inspector will ensure that tools shall be replenished as applicable.
m. As Organization Policy Kan Aero Technics issue tools to all technical staff for maintenance.

2.6.3.2 SCRAPPING PROCEDURE FOR TOOLS.

a. Tools will be removed from service whenever they are obsolete or beyond economical repair.
b. Related documents of the removed tools are archived for a minimum duration of two years from the date
of removal.
c. The unserviceable/rejected tool is mutilated beyond use and scrapped as per the disposable procedure for
unsalvageable Aircraft parts and materials mentioned in EPM.
d. Tools will be scraped as per the same process mentioned in EPM.

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2.6.3.3 ALTERNATE TOOLS.

n. Alternate tooling / equipment may be used after Quality Manager’s approval except mentioned in
relevant Manuals.
o. Kan Aero Technics will fabricate alternate tool from approved vendor or purchase it locally
provided an assessment of the tool is done by the MM to ensure that it meets the specification /
requirements in terms of drawing, material, function, task requirement etc.., MM to accept or
reject the tool, and if accepted then CMM to review all the documents and assessment records if
found suitable CMM may approve the tool.
p. Special / additional requirements, if any, for using the alternate tool / equipment shall be attached
with the tool / equipment or a procedure sheet to use such tools / equipment shall be followed.
q. All drawings and technical data used to determine an equivalent / tool equivalency or used to
manufacture equivalent equipment / tool record will be maintained by Store Inspector for three
years after the equipment / tool is discarded or destroyed. These data including maintenance
instructions, process job card, test report and equivalent approval will be made available to user
or on request and to airworthiness authorities.
r. Store Inspector will maintain a record of all such alternate tools / equipment.
s. Alternate tools will be taken into inventory based on the documents approved by Quality
Manager.

2.6.4 REFERENCES: EPM

2.7 PROCEDURE FOR CONTROLLING WORKING ENVIRONMENT AND FACILITIES. [ Ref. CAR 145.A.25 (a)
(b) (c) (d), 145.A.70 (a) 12]
2.7.1 PURPOSE.
This procedure defines Kan Aero Technics adopted practices and required standards in respect of
maintaining a clean working environment for facilities and performance of aircraft maintenance.
2.7.2 RESPONSIBILITY.
MAINTENANCE MANAGER AND SHIFT IN CHARGE:
 To promulgate and foster awareness towards cleanliness on the part of all staff and to ensure that
discipline in housekeeping and cleanliness is enforced.
 To ensure that all areas under their control are clean, orderly well maintained.
STAFF:
 To provide feedback on any deficiency regarding material and equipment.

2.7.3 PROCEDURE:
2.7.3.1 STORAGE FACILITIES.
a. All stores areas are maintained to utmost cleanliness and tidy.
b. Temperature, humidity, light, airflow, cleanliness, noise, and pollution are controlled commensurate
to the type of job undertaken.
c. Wherever applicable the temperature and humidity are maintained at a level comfortable for people
to work in air-conditioned buildings.
d. Adequate illumination, tools, test equipment and other necessary aids are provided for efficient
performance of maintenance staff.
e. Oils, grease and hazardous materials are properly ventilated, identified and appropriately
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segregated.
2.7.3.2 PREVENTION OF CONTAMINATION BY WASTE MATERIALS.
a. The presence of extraneous matter inside aircraft, components, systems, etc., can have serious
consequences and special care is necessary to ensure thorough cleanliness at all times. Where systems
are concerned (e.g. hydraulic, fuel and pneumatic systems), scrupulous cleanliness is maintained during
maintenance activities.
b. The area in which maintenance is carried out will be well organized and clean in respect of dirt and
contamination.
c. Vigilance will be exercised to ensure that conditions and working practices are such that extraneous
matter will not enter or come into contact with any part of the aircraft, its systems or its components.
d. Dirty floors, benches, test equipment or open tins of compound, sealants, grease, paint etc., are not
permitted. All tins and containers are kept closed when not in use and any tins and containers which have
been open for an unknown length of time will be discarded.
e. Adequate precautions are taken to prevent the ingress of foreign bodies into exposed areas of an aircraft
and its equipment; this is achieved by the use of appropriate blanks and covers.
f. Whenever an orifice or connection in a system has to be left open, protection against the entry of
extraneous matter are provided by means of blanks or special covers.
2.7.3.3 FOD CONTROLS.
a. In order to prevent small tools, torches etc. from falling into the aircraft structure, personnel engaged in
servicing operations will exercise extra caution while working in such areas.
b. Whenever an aircraft component is removed for servicing, it shall be ensured that all the openings in the
component and aircraft structure are covered with suitable blanking.
c. Personal safety is taken care. Suitable safety shoes / goggles, gloves, etc. will be worn and vulnerable
surfaces should be protected with mats.
d. All Engineering staff are responsible for maintaining cleanliness of their immediate working area and for
the removal of extraneous matter upon a regular basis and at end of task or shift.
e. During maintenance, when a structure is to be closed, either permanently or by a removable panel,
inspection should verify that the compartment is entirely free of extraneous matter.
f. Clean as you go should be the policy.
2.7.3.4 GROUND EQUIPMENT.
a. All ground equipment will be kept in a clean and tidy condition, and subject to regular inspection. When
not in use it will be placed at designated areas. Segregation of equipment will be observed at all times.
b. In respect of Ground Support Equipment, the Store/Maintenance staff will be responsible to ensure
that:
i. Periodic inspection of all equipment’s is carried out as per check list drawn out of equipment
manuals / manufactures specifications.
ii. Break down / failures if any reported during usage are attended on daily basis and record for repairs
& corrective action is maintained.

2.7.3.5 PARKED AIRCRAFT.

a. All doors and windows should be closed and covers and protective blanks should be fitted to aircraft that
are to stand for extended periods. Covers, blanks and other protective devices are to be fitted with
warning streamers. As per AMM
b. Air intake and exhaust blanking covers must be fitted at all times when the aircraft is under long term
storage and only removed for maintenance purposes or engine runs.
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c. Protective covers, blanks or any other protective devices fitted to the aircraft must be removed before
flight.

2.7.3.6 STORAGE OF WASTE, METHODS FOR COLLECTION.

Storage of the various types of waste accumulated during maintenance work is ensured under the
responsibility of maintenance staff, who must avoid any accidental contamination. Waste are to be
disposed suitably after completion of every maintenance activity.

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2.8 MAINTENANCE DATA AND RELATIONSHIP TO AIRCRAFT OR AIRCRAFT COMPONENT

MANUFACTURER’S INSTRUCTIONS INCLUDING UPDATING AND AVAILABILITY TO STAFF.
(Ref. CAR 145.A.45, 145.A.70 (a)12)):

2.8.1 PURPOSE.
The purpose of this procedure is to ensure that all applicable maintenance data is readily available for
use when required by the maintenance personnel and the data must be up to date.
Applicable means relevant to any aircraft, component or process specified in organization’s approval class
rating schedule and in any associated capability list.
Maintenance data means in relation to the maintenance work scope at each particular maintenance
facility.

APPLICABLE MAINTENANCE DATA.

Applicable maintenance data shall include the following but not limited to: -
AMM, EMM, WDM, SRM, IPC, CMM, AD, SB, OEM Instruction etc. published by TC holder /OEM

2.8.2 RESPONSIBILITY:
Technical Officer - To ensure that all amendments to maintenance data are received from author of the
maintenance data (Manufacturer) and the same are transmitted to all concerned
departments. Maintenance data is updated after receipt of amendments and after it is
verified by CMM.
Compliance Monitoring Manager - To ensure that.
a. Procedure sheets and revision thereof, are verified and validated prior to use.
b. Procedure sheets are designed and presented in accordance with good human
factors principles.
Maintenance Manager - To ensure that up-to-date maintenance data is made available to maintenance
personnel.
Maintenance Personnel - To report any ambiguity in the maintenance data / procedure sheet.

2.8.3 PROCEDURE:
2.8.3.1 GENERAL.
a. Kan Aero Technics shall hold and use applicable up to date maintenance data in the performance of the
maintenance including modification and repair. Applicable means relevant to any aircraft, component or
process specified in the organization’s approval class rating schedule and in any associated capability list.
In addition, an Organisation with an approval class rating in category A - Aircraft, should hold and use the
following maintenance data where published: The appropriate sections of the operator’s aircraft
maintenance programme, aircraft maintenance manual, repair manual, supplementary structural inspection
document, corrosion control document, service bulletins, service letters, service instructions, modification
leaflets, NDT manual, parts catalogue, type certificate data sheet and any other specific document issued by
the type certificate or supplementary type certificate holder as maintenance data.
b. MM will ensure that up-to-date maintenance data is readily made available to maintenance personnel in
close proximity to the aircraft being maintained. Sufficient number of Laptops/ Desk top Computers with
printer are provided at the work place for certifying staff, technicians to study the maintenance data.
c. Maintenance data will be in ‘soft copy’ (accessible through computer e. g. task cards) format.
d. Procedure sheets / Engineering order will specify and differentiate, as applicable, different steps of
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maintenance action. Each step of the maintenance task will be accurately transcribed onto work order
/ procedure sheet / engineering order or will have precise reference to the particular maintenance task or
tasks. Each step of the procedure sheet / engineering order/ work order will have provision of
certification by maintenance staff.
e. Technical Officer must maintain a record of all the revisions received from manufacturer.
f. The Maintenance Data must be protected from physical and environmental damage.
g. Any modification of the maintenance instructions linked to CDCCL (Critical Design Configuration
Control Limitations) constitutes an aircraft modification that should be approved in accordance with OEM
h. Maintenance Data must be accessible to all maintenance personnel, contractors and outstations across
the network.
i. Technical Officer is the only receiving station for all documentations used by the Organization. If the AMO
receives technical information from any source other than Technical Publication, to report the same and
transfer the information to the Compliance Monitoring Manager immediately.
j. Manufacturers’ technical documentation will not be modified by Kan Aero Technics.

2.8.3.2 REGULATORY DOCUMENTATION.

Revision/new regulations are available on DGCA website.

2.8.3.3 TECHNICAL CIRCULARS.

a. To assist technical staff in the inspection, maintenance and certification of aircraft / aircraft components,
the organization may produce additional information to that provided by the manufacturer.
b. Such information identified as ‘quality control instructions’ are generated by Quality department.
c. The purpose of the Technical Circular is to inform technical staff of the latest information from the
operators about the system snags, in the diagnosis of defects, emphasize good maintenance practices etc.,
inform all Certifying Staff and technical staff of findings or conclusions in respect of delay /defect
investigation.
d. In certain cases, department circular may be issued by Maintenance Manager, if required after review by
Quality Manager.
e. Detailed procedure is mentioned in EPM.

2.9 ACCEPTANCE, COORDINATION AND PERFORMANCE OF REPAIR WORKS. [Ref. CAR 145.A.45, Part
145.A.48 (d), Part 145.A.70 (a) 12), AAC 1 of 2017]:

2.9.1 PURPOSE.
To describe the steps to be followed when it is discovered that a repair is required to be carried out in an aircraft,
damage in service as a result of impact or excessive loading or as a result of corrosion which may have occurred
over a period of time due to environmental reasons on the aircraft.

2.9.2 DEFINITION.
REPAIR: The restoration of an aeronautical product to an airworthy condition to ensure that the aircraft
continues to comply with the design aspects of the airworthiness requirements used for the issuance of a
Type Certificate for respective aircraft type after it has been damaged or subjected to wear

MINOR REPAIR: A repair which has been classified as minor, has negligible effect on the airworthiness of
the affected aeronautical product. The accomplishment of minor repairs normally involves use of standard or
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generally accepted practices.

MAJOR REPAIR: Any repair of an aeronautical product that might appreciably affect the structural
strength, performance, engine, operation flight characteristics or other qualities affecting airworthiness
or environmental characteristics.

MODIFICATION: A change to the type design of an aeronautical product which is not a repair.
MAJOR MODIFICATION: In respect of an aeronautical product for which a type certificate has been
issued, a change in the type design that has an appreciable effect, or other than a negligible effect, on the
mass and balance limits, structural strength, engine operation, flight characteristics, reliability, operational
characteristics, or other characteristics or qualities affecting the airworthiness or environmental
characteristics of an aeronautical product.

MINOR MODIFICATION: Minor modification is a design change that has negligible or no appreciable
effect on the mass, balance, structural strength, and reliability, operational characteristics affecting the
airworthiness of the aeronautical product and normally accomplished using standard or generally accepted
practices.

APPROVED DATA: Approved Data can be obtained from the following sources:
 Aircraft Maintenance Manual, Engine Maintenance Manual, SRM
 Service Bulletins, Airworthiness Directives and DGCA Mandatory Modifications.
 Data approved by DGCA or by a CAR 21 / EASA Part 21 / FAA Part 21 design organization, as appropriate.

2.9.3 RESPONSIBILITY.
2.9.3.1 MAINTENANCE MANAGER
To ensure repairs are performed by appropriately qualified and authorized personnel using approved data.
To ensure that repairs are documented in the work order and log book(s).
He /She Will be responsible to communicate /coordinate with appropriately approved design organization
/OEM/STC holder approved under CAR 21/EASA Part 21 /FAA Part 21 for obtaining modification data,
repair scheme /Technical Disposition for required modifications / repairs which is to be accomplished on
an aircraft.
2.9.3.2 QUALITY MANAGER
To ensure that the procedures followed by certifying staff to carry out repairs are appropriate /
adequate and there is no discrepancy in the quality of work.

2.9.3.3 CONTINUING AIRWORTHINESS MANAGER

CAM will ensure that aircraft damage shall be assessed, and modifications and repairs are carried out
as per procedure approved in CAME. CAM will be responsible for intimation to Regional
Airworthiness Office for compliance of all minor repair/modification and also submission of
monthly consolidated list of all repairs/modification accomplished on Aircraft as a part of
Engineering Statistical Report (AAC 5 of 2001 Rev 1). CAM will be responsible for submission of duly
filled Form CA-2(MR) along with supporting documents for major modification /repair, to the
RAO DGCA, for approval in accordance with AAC 1 of 2017.
He /She Will be responsible for issuance of work order /Engineering Technical Orders for the
accomplishment of modification /repair, as applicable.

2.9.4 PROCEDURE TO ASSESS THE DAMAGE / REPAIR AND ACCOMPLISHMENT.

Whenever a defect / damage is noticed by operations / maintenance personnel, documentation of the
same shall be first made in aircraft tech logbook. Once observed by the Maintenance crew, initial
assessment shall be made by the Certifying staff through Damage Assessment Form.
whether the extent of damage is covered by the approved Maintenance Data (Maintenance manual/
Structural Repair Manual) If covered by Maintenance Data, the repair/ replacement process shall be
initiated by notifying and receiving concurrence from CAMO.
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If the damage is not covered under approved Maintenance Data, Maintenance Organization shall intimate
CAMO through Damage Assessment Form along with photographs, sketches, relevant pages of
maintenance data specifying the area of damage etc., and an assessment shall be made to decide whether
the rectification can be done by replacement of damage part.
CA Manager will forward the data provided by the Maintenance Organization to the OEM / CAR 21/
EASA 21/ FAR 21 approved design organization for classification and repair scheme.

2.9.4.1 IF IDENTIFIED AS MINOR REPAIR.

Once classified by OEM / CAR 21/ EASA 21/ FAR 21 approved design organization as Minor Repair and a repair
scheme / compliance action is provided for carrying out the repair.
MM Shall prepare an Engineering Technical Order based on the Repair Scheme / compliance action.
CA Manager shall review the technical order and shall issue the Technical Order along with a work order raised
for carrying out the repair. The repair shall be carried out as per the standard maintenance practices spelt out
in their respective MOE.

2.9.4.2 IF IDENTIFIED AS MAJOR REPAIR.

Once classified by OEM / CAR 21/ EASA 21/ FAR 21 approved design organization as Major Repair, CA Manager
shall apply to the Regional Airworthiness Office, New Delhi along with evidences and data relating to the
intended major repair and its effect on the airworthiness of aircraft.
The repair scheme and approved data prepared by the aircraft, components/equipment manufacturer, which
are duly approved by State of
Design or the repair scheme certified by Authorized Representatives (AR)/ Designated Engineering
representatives (DER) of the State of Design of the aircraft are acceptable for use in repair of aircraft,
components/equipment.
Repair scheme and approved data received from the CAR 21/EASA 21/FAA 21 approved Design Organization /
Manufacturer shall be submitted to the Regional Airworthiness office for obtaining approval.
Copy of Repair and Deviation Record (RDR), Repair Design Approval Sheet (RDAS), as applicable shall also be
attached along with the repair data with the application for approval.
Kan Aero Technics CAMO will submit a duly completed application as per Form CA 2 (MR), in duplicate as per
AAC No. 01 of 2017, to Regional Airworthiness Office for approval of Major repair.

2.9.5 MODIFICATION.
Kan Aero Technics on its due course of operation, may identify the need for a Modification to be incorporated
in the fleet of Aircraft operated, which may not be covered by any available approved data such as Service
Bulletin/STC etc. Such Modification requirement shall be prepared and proposed to DGCA or to an
appropriately approved design organization for classifying the Modification as ‘Minor’ or ‘Major’.

2.9.5.1 IF IDENTIFIED AS MINOR MODIFICATION.

a) Minor modification a design change that has negligible or no appreciable effect on the mass, balance,
structural strength & reliability, Operations characteristics affecting the airworthiness of the aeronautical
product normally accomplished using standard or generally accepted practices. All minor modifications
approved by appropriate CAR 21, EASA Part 21/FAA Part 21/ approved design organisation may be
accomplished by the contracted AMO or any other CAR 145 AMO or EASA Part 145/FAA Part 145 approved
agencies contracted for compliance of modification.
b) Compliance Monitoring Manager shall ensure by carrying out an audit on proposed agencies (Part 145/OEM
service centres /STC Holder) for subject modification action have all necessary capability, literature, tooling
& manpower etc., for compliance of the subject modification.
c) After confirmation from CMM, CAMO shall issue the necessary work order to CAR145 or other CAR145
approved agencies of EASA / FAA 145 approved agencies contracted for compliance of subject modification.

2.9.5.2 IF IDENTIFIED AS MAJOR MODIFICATION.

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The modification design data and documents prepared by the aircraft, components/equipment manufacturer,
which are duly approved by State of Design or the data certified by Authorized Representative (AR)/ Designated
Engineering Representative (DER) of the State of Design.
It shall be ensured by aircraft, components/equipment manufacturer, while preparing the modification design
data the following aspects shall be considered
1) If the modification affects the instrument panel, it shall be ensured that instruments which are used by any
one pilot are so arranged as to permit the pilot to see their indications clearly from his or her station, with
the minimum practicable deviation from the position and line of vision normally assumed when looking
forward along the flight path.
2) If the modification affects equipment required for communications or navigation purposes, or both, it shall
be ensured that the failure of any single unit required for communications or navigation, or both, will not
result in the failure of another unit required for communications or navigation.
3) The content of Modification documents shall include the following .
a. a modification reference number, title,
b. issue number and date and shall indicate the reason for modification, modification instructions,
c. any limitations and inspection requirements, manuals affected and references to other documents or
design data, together with a list of parts and assemblies affected by the modification
d. where necessary, drawings or sketches giving particulars of parts before and after modification
4) The Authorized Representatives/Designated Engineering Representatives responsible for certifying
modification/repair approved data shall be an employee of the organization holding DOA.
5) Whether tests or inspections during the progress or after the completion of the modification are necessary
to ensure it complies with the specified requirements.
6) The qualifications of persons who may be required to assess completed work and certify that it complies
with the approved design
7) Whether significant changes in the weight and center of gravity position of the aircraft will occur and if re-
weighing or preparation of a new weight and balance report is necessary.
8) Whether the flight or operating characteristics of an aircraft may have been affected by the work and the
necessity to have the aircraft inspected and certified as fit for flight and flight tested
9) Whether amendments of particulars in the Certificate of Airworthiness or associated documents are
required
10)Whether amendments are necessary to the approved maintenance schedule or other data or documents
approved for maintenance or other work on the aircraft.
11)Whether amendments are necessary to any data specified in the flight crew operating manual.
Once in receipt of the Modification Data, CA Manager shall apply to Regional Airworthiness Office, New
Delhi along with evidences and data relating to the intended modification and its effect on the
airworthiness of aircraft.

2.9.5.3 APPLICATION FOR APPROVAL OF MAJOR MODIFICATION/ REPAIR.

The CA Manager shall submit a duly completed application as per Form CA 2(MR), in duplicate, for carrying out
major modification and/or major repair to Regional Airworthiness Office, New Delhi. The following modification
or repair documents will be attached along with the application:
1. Detailed description of the proposed modification or repair, including initial damage detail, related
correspondence with manufacturer/DOA.
2. A master documentation list detailing the individual drawings and specifications which define the
modification or repair;
3. Drawings and instructions necessary for incorporation of the modification or repair;
4. Testing procedures or methods to meet certification and operating rules, such as flammability, carbon
monoxide, and noise requirements;
5. Test procedures that are appropriate to the modification or repair and to verify that the modification or
repair meets applicable certification requirements;
6. Detailed design standards, to ensure that the operator has considered all applicable design requirements
and acceptance engineering reports including expected test results to be used in determining the
compliance of the modified or repaired product;

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7. A record of the change in mass and moment arm when the modification or repair is installed in the
aeronautical product;
8. A record of the change in electrical load when the modification or repair is installed in an aircraft;
9. Supplements to:
a. The approved flight manual
b. Maintenance instructions;
c. Instructions for continuing airworthiness
d. Repair instructions,
10. Any other factors that may affect safety or Airworthiness.

2.9.5.4 ACCOMPLISHMENT OF MODIFICATION/ REPAIR.

Once permitted by the Regional Airworthiness Office, New Delhi, to carry out the modification/repair on the
basis of the repair proposal and the design data submitted by Kan Aero Technics, the accomplishment shall
follow:
Modifications may be accomplished by the contracted AMO or any other CAR 145 AMO or EASA Part 145/FAA
Part 145 approved agencies for compliance of modification.
Compliance Monitoring Manager shall ensure proposed agencies (Part 145/OEM service centres /STC Holder)
for modification action have all necessary capability, literature, tooling & manpower etc., for compliance of the
modification
After confirmation from CMM, MM Shall prepare an Engineering Technical Order based on Modification Data
accepted by DGCA. CA Manager shall review the Technical order and shall issue a work order along with
Technical Order raised for carrying out the repair. The work order along with Technical Order attached shall be
forwarded to contracted CAR145 or other CAR145 approved agencies of EASA / FAA 145 approved agencies
contracted for compliance of subject modification the Maintenance Organisation to carry out the repair.
Once modification has been accomplished by Maintenance Organisation, it should be ensured by the
CAMO/Quality that the Modification/Repair has been completed as per the approved data and if there are any
deviations during the practical implementation of the Modification/ Repair, they are duly authenticated by the
manufacturer/ organisation holding DOA approval of the state of design.
CA Manager shall forward the modification/repair completion report for acceptance by the DOA /
manufacturer.
Once accepted by DOA / manufacturer, the report shall be submitted to RAO by CA Manager for formal
approval.

2.9.6. POST REPAIR / MODIFICATION DOCUMENTS – PROCEDURES.

After completion of repair work/ modification and certification process by approved person, Certificate of
Release to Service shall be issued by the authorized certifying staff.
Aircraft Technical log book shall contain details of repair carried out, so as to intimate the flight crew and other
maintenance personnel, of such repair.
Records of incorporation of all repairs affecting the airworthiness of an aircraft, its components or equipment
shall be maintained in the log book for each aircraft or engine or aircraft component
All affected manuals i.e. AFM, AMP, Weight and Balance Manual, or any specific requirement, if affected,
Certificate of Airworthiness or associated documents etc shall be amended accordingly.
A quarterly statement of modification and repair accomplished on the aircraft shall be forwarded to DGCA as a
part of Engineering Statistics Report.

2.9.7 REFERENCES: MOE 2.16, CAME

2.10 ACCEPTANCE, COORDINATION AND PERFORMANCE OF SCHEDULE MAINTENANCE WORKS.

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(Ref. CAR 145.A.45, 145.A.70 (a) 12 (b)):

2.10.1 PURPOSE.
 Aircraft maintenance will be carried out based on the recent revision of approved aircraft maintenance
program (AMP).
2.10.2 RESPONSIBILITY:
a. Operator CAMO will be responsible for issuance of scheduled inspection work order in accordance with
approved AMP.
b. Operator CAMO will be responsible for scheduling of work packages.
c. Maintenance Manager will be responsible for compliance of maintenance tasks.

2.10.3 COMPLIANCE.
a. The Aircraft Maintenance Programme and its subsequent revisions should be approved by DGCA.
b. List of maintenance activity given in the approved AMP will be monitored and provided by operators CAMO.
c. CAMO will calculate various periodicities as entered and provide impending maintenance activities as
maintenance forecast, based on which work order for the individual task provided by CAMO.
d. Steps for the same are stated below: -

GENERATION: The generation of work order for schedule routine maintenance is based on maintenance
forecast and will be in hard or soft copy.
CAMO will be responsible for allocation of work package /work order as per the availability of Aircraft in
consultation with MM.
Maintenance Manager will detail sufficient and appropriately qualified workforce to carry out the work as
specified by maintenance data and to rectify any defects found as a result of such work.
Stores Inspector shall ensure that all tools, equipment, material and spares required to perform the tasks
are available.

AUTHORISATION: These responsibility lies on Operator CAMO. CAMO will check work order generated for
schedule routine maintenance and authorize the same for carrying out the maintenance task.

MAINTENANCE FORECAST: The responsibility lies on CAMO to circulate the Maintenance Forecast with
concerned AMO, Quality and CAMO Personnel. Maintenance Forecast is the report generated by CAMO to list
out the upcoming maintenance for fixed period to cover. Based on the Maintenance Forecast the Work
Package will be prepared.

PREPARATION OF WORK PACKAGE: Based on the Maintenance Forecast, work package will be
prepared in all aspects. Work package will contain work order along with inspection schedule/AMO procedure
sheet/ AMM task extracts/ EMM task Extracts/Technical data extracts, etc. Each page of same will be signed or
initialed and stamped by certifying staff reflecting compliance of work undertaken.

COMPLIANCE: These responsibility lies on AME while practically performing the maintenance task with
respect to the work order issued on the aircraft. Post completion, He/she must complete the work package in
paper manner. Paper/Digital form of completed work package will be forwarded to Quality Control Main base
for compliance verification/closure and record for further hand over to CAMO for final closing and compliance.
a. On completion of work order, certifying staff of AMO will be required to issue complete CRS in
accordance with CAR-145.50 or CAR MA 801. Copy of the CRS will be required to be handed over to
the CAMO. The second copy will be retained by respective CAR145 AMO for their records and CRS
will be kept on board along with the technical log book.

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b. MM shall ensure the completion of maintenance work within the stipulated time frame and ensure
that Aircraft will not be released for flight unless enough elapsed time.
1. Work order / work package may include the following:
 Scheduled inspection requirements
 Mandatory requirements
 Special inspection requirements
 AD/SB/ Modification requirements
 Regulatory authorities/company requirements
 Any other work order issued by CAMO/AMO.

2. Kan Aero Technics CAR 145 AMO will ensure that only the correct documentation as per the
latest revision status, is used when performing aircraft maintenance.
3. Approved and controlled tools / test equipment as required shall be used.
4. Defects including corrosion findings must be reported to Operator CAMO.

2.10.4 SCHEDULED MAINTENANCE.

a. Maintenance tasks from the approved AMP falling due at specified intervals and need to be performed
concurrently are grouped together in the form of Checks/ inspection schedule. Periodicity details of
inspection schedule is mentioned in AMP and will be performed accordingly.
b. The scheduled maintenance tasks not part of the above Checks/schedules and those within the scope of
approval of the organization, shall be carried out individually at their respective intervals specified in the
approved AMP.
NOTE – The tasks beyond organization scope of approval shall be performed in a suitably approved CAR145
AMO having appropriate scope of approval for the work to be undertaken.

c. Special inspection schedule to cater abnormal conditions, during flight on ground, will be made available
and kept up to date at maintenance stations (Line/Base). The applicable Checks/ schedules are the task
cards taken from the current AMM revision.
d. Revisions to the inspection schedules/tasks cards to meet the amendments in the revised TC
Holder/OEM’s MRBR/SMRD/AMM/EMM or regulations published by D G C A from time to time shall be
done by the CAMO & updated copy of it will be handed over to Redbird CAR 145 accordingly.

2.10.5 REFERENCES. MOE 1.9.

2.11 ACCEPTANCE, COORDINATION AND PERFORMANCE OF AIRWORTHINESS DIRECTIVES WORKS.

[Ref. CAR 145.A.45, 145.A.70 (a) 12]

2.11.1 PURPOSE AND POLICY.

a. To describe the Airworthiness Directives processing and compliance procedure.
b. CAMO shall be responsible for accomplishment of all applicable airworthiness directives as per CAR-M
M.A.708, all recurring and non-recurring DGCA mandatory modifications are used for reference,
assessment and establishing capability.
c. Airworthiness directives and any other continued airworthiness requirement issued by the regulatory
authority of the state of type design for the aircraft/engines operated by Kan Aero Technics shall be
reviewed, planned, accomplished as per the requirements prescribed therein and within the timeframe
mandated and Kan Aero Technics aircraft will not be flown if an applicable DGCA mandatory
modifications/ AD’s not complied with unless otherwise specified by DGCA and status of compliance shall
be monitored and controlled.

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2.11.2. RESPONSIBILITIES.
a. Operator CAMO will be responsible for compliance of the Airworthiness Directives.
b. Maintenance Manager will be responsible for carrying out the compliance of Airworthiness Directive’s
work orders issued by the CAMO.
c. Kan Aero Technics CAR 145 will ensure compliance of Airworthiness Directives applicable to the
components while held in stock.
d. Planning will coordinate with engineering stores for ensuring the availability of tools / material / items /
consumables as required to perform the work must be available before issuance of work order.
2.11.3 PROCEDURE.
a. Kan Aero Technics will carry out compliance of Airworthiness Directives / Emergency Airworthiness
Directives within the scope of CAR 145 approval. Airworthiness Directives and Emergency Airworthiness
Directives will be complied as per Operator CAME.
b. Airworthiness Directives compliance on aircraft will involve the following functions as a minimum;
i. CAMO will visit the website of Manufacturer, Regulatory Authority of the State of Manufacture, DGCA
of India, and OEM/Component manufacturer for mandatory publications.

ii. FAA, EASA ADs pertaining to Aircraft / Engines are monitored and downloaded from the FAA, EASA
website.

iii. Technical Officer notify the newly issued/ revised AD/ Mandatory Instructions to Compliance
Monitoring Manager and Maintenance Personnel through email.

iv. Technical Officer will also compile a report & submit the same to Compliance Monitoring Manager for
commencement of Modification Committee Meeting (MCM). MCM will be attended by Continuing
Airworthiness Manager, CMM, Concern Technical Officer, and Maintenance Manager.

v. Frequency of the MCM will be based on compliance requirement of Publication and quantum of
Publications, however the same shall be conducted within 48 hours in case of immediate compliance
and at least once in three months in regular cases.
In MCM, all the publications are discussed in detail keeping all the factors in mind i.e. applicability,
compliance time, maintenance & operations benefits. etc.

vi. Discussion made in MCM with respect to the compliance of Publications will be circulated to all
concerned mentioned above as a minute of MCM.

vii. Any publications of Alerts /Emergency nature requiring immediate compliance action will immediately
be called out by Operator CAMO. Work order will be raised immediately if the Alert/ Emergency
publications for compliance on the aircraft within the compliance period irrespective of MCM
decisions.

viii. Maintenance Manager shall be responsible for ensuring that the availability of manpower, tools /
materials required for accomplishment of the work order.

ix. Maintenance Manager will ensure the availability of necessary manpower and execution of work order
in accordance with the current maintenance data.

x. After receipt of duly completed work package, QC shall receive the package and route it to Quality for
scrutiny. The completed work package will be handed over to CAMO, for final verification, closing and
record keeping.
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xi. Kan Aero Technics shall subscribe to appropriate agencies mailing list (Manufacturer, State of Design,
State of Registry etc.) for modification of amendment or issue of new ADs/ Mandatory or New
Miscellaneous Modification/SBs / other requirements.

xii. CAMO shall ensure that Kan Aero Technics is on the mailing list of applicable agencies as defined
above & have all required subscriptions of Manufacturer for applicable Technical documents like
AMM, EMM, and SRM.
DOCUMENTATION CONTROL SYSTEM.

a. CAR145 AMO will provide the records of Airworthiness Directives compliance to the CAMO.
b. CAMO will review the received completed documentation and ensure the following, as applicable:

i. Statements of compliance.
ii. Repeat inspection requirements, if any.
iii. Revision status of the Airworthiness Directive embodied.
c. CAMO will inform to OEM/DGCA (as applicable) for compliance of directives and inspection as required for
repeat inspection will be communicated to Planning for monitoring /compliance accordingly.
d. Technical Officer will review the completed work package for proper documentation and Up-dation, and
Records will scrutinize and will be archive.
e. The method of compliance and date of such compliance shall be recorded in the aircraft continuing
Airworthiness records (Logbooks) by the CAMO.
f. For EAD/AD/SB/ASB/DGCA Mandatory or Miscellaneous Modification with repetitive inspection content,
each & every inspection shall be recorded on completion in respective logbooks.
g. CRS shall be issued every time compliance with the EAD/AD/SB/ASB/DGCA Mandatory or Miscellaneous
Modification is established. No CRS /Logbooks entry is mandatory for AD/SB/ASB/DGCA Man or New Misc.
Mod which is not applicable to aircraft & its components.
h. All records of minor modification, major modification, mandatory inspection requirement w.r.t.
EAD/AD/SB/ASB/DGCA Mandatory or Miscellaneous Modification on individual aircraft / engine/ propeller
are properly maintained & updated & recorded on aircraft continuing airworthiness records & same always
be available for inspection whenever required by Authorities & also to the maintenance organization for
their information.
i. AD compliance status for each aircraft shall be maintained and updated by CAMO on a regular basis.
NOTE – DGCA optional directive/information shall also be implemented as per the above
procedures.

2.11.4 REFERENCES: CAME 1.4, EPM.

2.12 ACCEPTANCE, COORDINATION AND PERFORMANCE OF MODIFICATION WORKS. [Ref. CAR

145.A.45, 145.A.70 (a) 12 (b)]

2.12.1 PURPOSE AND POLICY.

a. To describe policy and procedure by which optional (non-mandatory) modifications intended to be carried
out on aircraft/engines/components are administered.
b. All applicable SBs/ SLs/ SILs issued by OEMs, other than mandatory are considered as optional
modifications. All the applicable optional modification requested by operator/ customer shall be complied
as per scope of work/ capability.
c. Optional modifications which contribute to safety or airworthiness will normally be adopted.
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d. Optional modifications which contribute to reliability improvement will be adopted after due economic
justification.

2.12.2 DEFINITIONS:
MODIFICATION: Means a change to the type design of an aeronautical product which is not a repair
MAJOR MODIFICATION: Means an alteration to the type design of an aeronautical product in respect
of which a type certificate has been issued that might appreciably affect mass & balance limits structural
strength, performance, power plant operation, flight characteristics or other qualities affecting its
airworthiness or environmental characteristics.

MINOR MODIFICATION: Means a modification other than a major modification.

2.12.3 RESPONSIBILITIES.
a. Operator CAMO will be responsible for compliance of the optional modification (Non-mandatory
Modifications).
b. Technical Officer is responsible for obtaining and evaluating the optional modification data from
OEM/Operator to ensure that manpower, tools/ equipment’s are available to accomplish optional
modification.
c. CAMO will co-ordinate with the Maintenance for the schedule of planning and accomplishment of the
modification to be carried out.
d. Store Inspector will ensure availability of modification kits and all other logistics support as required.
e. Planning will ensure compliance of modification on component in stock in coordination with Stores
Inspector.
f. Maintenance Manager will ensure modifications are performed by appropriately qualified and
authorized personnel using approved data.
g. Maintenance Manager will ensure completion of modifications are documented in the work orders
and respective documents therein.
h. Compliance Monitoring Manager will ensure that the procedures followed by certifying staff to carry
out modifications are appropriate / adequate and there is no discrepancy in the quality of work.

2.12.4 PROCEDURE.
 Kan Aero Technics will carry out compliance of modification within the scope of CAR 145 approval.
 Modification compliance will involve the following functions as a minimum: -
I. All Manufacturers’ Service Bulletins applicable to the aircraft operated/Maintained by Kan Aero Technics
will be reviewed in the first instance by CAMO for applicability. Where compliance with the Service
Bulletins' may be seen as beneficial then the CAR 145 Maintenance Manager will be advised. All relevant
SBs will be discussed during the Modification Committee Meetings.
II. A Modification Committee is formed to discuss all SB, SL, Modifications etc. issued by the
manufacturers.
III. The committee consists of the Post holder(s) & functional manager(s) of CAMO & 145 Certifying
Personnel.
IV. Maintenance Manager and Compliance Monitoring Manager could detail their Deputies in their
absence.
V. The Technical documents which are to be taken up for review will be listed and downloaded copies of
documents will be attached and forwarded to the CAMO, at least a week in advance.

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VI. The Committee will assemble to review SB, SL, Mandatory Modifications monthly and decide about the
compliance.
VII. The decision arrived during the meeting will be recorded by Technical officer in the Modification
Committee form and the same will be signed by the Committee members.
VIII. Technical Officer will co-ordinate with OEM for SB/AD kit through stores department & intimate
Planning for issue of work order.
IX. Planning along with maintenance manager shall ensure all spares and tools are available before
scheduling of maintenance work.
X. Technical Officer will co-ordinate with Planning Department for ensuring compliance of the Modification
Committee decision.

2.12.5 MODIFICATION INCORPORATION PROCEDURES.

a. After receiving the concern from the Modification Committee group, Planning will plan accordingly for
spares, manpower and facility for the incorporation of the Service Bulletin.

b. The task procedure for accomplishing the Service Bulletin will be provided from the CAMO. Incorporation of
Service Bulletin will be followed as per the guidance provided by the manufacturer.

c. Once after the accomplishment of the Service Bulletin, it will be intimated by CAMO to the Manufacturer.
The manufacturer will accordingly amend the relevant maintenance instructions in its next revision.

2.12.6 MODIFICATION DOCUMENTS.

Modification documents shall bear a modification reference number, title, issue number and date and shall
indicate the reason for modification, modification instructions, any limitations and inspection requirements,
manuals affected and references to other documents or design data, together with a list of parts and
assemblies affected by the modification and, where necessary, drawings or sketches giving particulars of
parts before and after modification.

2.12.7 CERTIFICATION OF MODS.

AME/ Authorised persons responsible for certifying modification/repair of approved data shall be holding
authorization given by CMM/ DGCA. Kan Aero Technics may avail services of other approved MRO where
modification is beyond the scope of approval of Kan Aero Technics. This will be intimated to the DGCA
Regional Airworthiness Office.

2.12.8 DOCUMENTATION CONTROL SYSTEM.

a. Maintenance Manager will provide the records of optional modification compliance to the CAMO.
b. Incorporation of all non-mandatory changes, whether introduced through Service Bulletins or by DGCA
Approved Major change, are to be recorded by Technical Records in the aircraft's continuing airworthiness
records.
c. Planning will review the received completed documentation and ensure the following, as applicable.
I. Statement of compliance
II. Repeat inspection requirements, if any
III. Revision status of the optional modification data at compliance.
d. CAMO will inform to OEM /DGCA (as applicable) for completion of modification.
e. In case of repeat inspection, tasks may be added as a part of applicable inspection Checks/ schedule.
f. Technical Records will verify the completeness of maintenance documents and update and it will be
archived.

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2.13 MAINTENANCE DOCUMENTATION DEVELOPMENT COMPLETION AND SIGN-OFF. (Ref. CAR

145.A.45 (e), 145.A.55 (a), 145.A.70 (a) 12)):

2.13.1 PURPOSE:
This chapter describes evaluation of the work order, preparation of work package, issue and control of
work package to maintenance.

2.13.2 RESPONSIBILITY.
 Planning/CAMO i s responsible for preparation of work package, evaluation of work order, and issue
the work package to Maintenance for accomplishment.
 Maintenance Manager is responsible for accomplishment of work package and completion of
maintenance records.

2.13.3 PROCEDURE.
2.13.3.1 ACCEPTANCE OF WORK ORDER.
All work order will be accepted after evaluation of the work content in view of the CAR 145 Scope of
Approval and availability of required qualified manpower, tools and equipment, maintenance data etc.
Maintenance beyond the scope of Kan Aero Technics approval (as in MOE 1.9) will be contracted to a
suitable approved CAR 145 maintenance organization.
2.13.3.2 WORK PACKAGE PREPARATION.
a. GENERATION: The responsibility lies on the CAMO. The generation of work order for schedule maintenance
is based on maintenance forecast.
b. AUTHORISATION: This responsibility lies on CAMO. CAMO will check work order generated for schedule
maintenance and authorize the same for carrying out the maintenance task.
c. PREPARATION OF WORK PACKAGE: After getting work order authorization, work package will be prepared in
all aspects and CAMO will email the work order to planning. Work package will contain work order along
with associated inspection schedule/AMO procedure sheet/ AMM task extracts/ EMM task
Extracts/Technical data extracts, etc. Work orders will contain precise reference of maintenance data to the
particular maintenance task. Each task in the work order is signed initialed with date and append
authorization stamp by certifying staff reflecting compliance of work undertaken.

2.13.3.3 EXECUTION OF WORK PACKAGE.

a. These responsibility lies on AME while practically performing the maintenance task with respect to the work
order issued on the aircraft. Post completion, He/she has to signoff the work package in paper format. Paper
form of completed work package will be forwarded to QC for scrutiny and CAMO Main base for compliance
verification/closure and record.
b. The work package is executed by appropriately qualified certifying staff.
c. All work performed shall be as per the approved maintenance data.
2.13.3.4 WORK ORDER FOR NON-ROUTINE TASKS.
a. For any unscheduled/non-routine maintenance tasks which require troubleshooting, rectification,
replacement in base/line maintenance, the certifying staff will take Work Order from CAMO.
b. CRS will be issued only after completion of required maintenance action and documentation.
2.13.3.5 COMPLETION OF WORK PACKAGE.
a. Each task in the Maintenance Schedule / Engineering work order / EO / discrepancy work order is certified by
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authorized personnel in the appropriate block of the Maintenance Schedule / Engineering work order.
b. Authorized personnel will append stamp, date and sign off the task after satisfactory completion.
c. Persons working under supervision of authorized personnel will sign in the ‘TECH’ block of the Maintenance
Schedule / Engineering order / EO / discrepancy work order.
d. Whenever a task is performed by certifying staff, then the certifying staff shall write “N/A” in the TECH
column of Maintenance Schedule / Engineering work order/ EO / discrepancy work order or Task Card.
e. Engineering work order / EO / discrepancy work order or task card should differentiate and specify, when
relevant, disassembly, accomplishment of task, reassembly and testing. In the case of a lengthy maintenance
task involving a succession of personnel to complete such a task, it may be necessary to use supplementary
work sheets to indicate what was accomplished by each individual person.
f. Completion of all Engineering work order / EO / discrepancy work order / Inspection Schedule / Task Card /
Procedure Sheet will be ensured before issue of CRS.
g. Post completion, He/she has to complete the work package in paper format. Paper form of completed work
package will be forwarded to Operator CAMO Main base for compliance verification/closure and record.
h. All entries shall be made in English using indelible ink and shall be readable. When it is necessary to correct
an entry, the correction shall be made in a manner that clearly shows the original entry.

2.13.3.6 MAINTENANCE DOCUMENTATION FOR PRE-FLIGHT INSPECTION.

a. The Pre-flight inspection shall be carried out as per the approved Pre-flight inspection task card placed on
board.
b. All reported / observed defect from previous flight shall be rectified / appropriately addressed and CRS
issued in the Technical Log.
c. Re-fueling / De-fueling to be carried out as per standard procedures and as specified in the EPM.
d. Uplift of Fuel, Engine oil, Hydraulic fluid etc. is appropriately recorded in the Technical Log.
e. Pre-flight inspection will be certified in the Sector log page of Technical log.
2.13.3.7 RECORDING OF TEST RESULTS AND DIMENSIONS.
Test results and dimensions, as required by the maintenance instructions are recorded on the Engineering
work order / EO / discrepancy work order / task cards / procedure sheet / inspection schedule, as
applicable, by the certifying staff.

2.13.3.8 LOG BOOK ENTRIES.

a. It shall be ensured all entries in the Log Book are completed within a week of the completion of the work. In
some unavoidable situation these entries shall be made at the earliest however, it should be ensured all such
entries are completed within 30 days.
b. Logbook Entry for Maintenance activity / Component replacement carried out at Base / out stations, shall be
signed by Quality Manager, after scrutiny of completed maintenance records provided: -
i. Such work is certified by appropriately licensed AME/authorized person in work order.
ii. While certifying the work, AME/authorized person has appended full signature, License
No./authorization no. and date and time.
iii. For all inspection/work done at other CAR-145 approved maintenance organization and repair center.
c. In case of repeat inspection of ADs/SBs/mandatory/miscellaneous modifications, which are a part of
inspection schedule, log entry is not required to be made separately. In such cases, only, first time
compliance and terminating action compliance, log entry is required to be made.

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2.14 TECHNICAL RECORD CONTROL. [(Ref. CAR 145.A.55 (b), (c)]

This procedure lays down the authority and control of the various technical documents and records
maintained by Technical officer.
2.14.1 GENERAL.
To ensure records of work performed on aircraft and aircraft components are properly collected,
retained and delivered to CAMO as applicable.
Technical officer will be retained to substantiate that all requirements have been met for issuance of the
Certificate of Release to Service.
2.14.2 RESPONSIBILITY.
Technical officer will be responsible for the control, upkeep and preservations of the aircraft records,
maintenance data, airworthiness data and historical data relating to components, engine modules and etc.

2.14.3 PROCEDURE.
a. The technical records shall be controlled by the Technical officer, which shall:

i. Maintain records of the completed schedules, routine work orders and non-routine work orders and
co-ordinate with for follow up action.
ii. Maintain records associated with Defect reporting and rectification.
iii. Records of AD/SB status, Major repair, Modification, CPCP compliance status.
iv. Maintain minutes of the Modification Committee meeting.
v. Maintain and update Aircraft, Radio apparatus, Engine log books.
vi. Maintain MEL and amend as per MMEL Revision.
vii. Records pertaining to Weight and Balance Report reflecting current status of aircraft.
viii. Records of Status of Compliance with the Aircraft Maintenance Programme.
ix. All manual as required to be approved by DGCA shall be approved and made available after
approval.
x. Copy of CRS for all maintenance carried out on aircraft /components from CAR145 Maintenance
Organisation including Subcontractor release document.
b. Technical records system is a combination of paper records storage and retrieval.

c. Paper systems will be of robust material which can withstand normal handling and filing. The record
should remain legible throughout the required retention period.

d. At the completion of every maintenance activity, the corresponding work package is passed to Technical
Records for updating / review of the aircraft, engine and component records.

e. Hard copies are stored in racks / cup-boards with proper identification & protected from theft, rain,
damage, fire, insects and flood under lock and key with controlled access.

f. The access to computer system update transactions will be strictly controlled. Access to computer system
records will be controlled through unique user ID and password.

g. Access to Technical records will be restricted.

h. A copy of all detailed Maintenance records is retained for a minimum period of three years from the date
the aircraft or component to which the work relates was released to service.

i. In the event of sale or other disposal (lease-in, lease-out) of an aircraft, Kan Aero Technics is required to
transfer the records to the new owner or operator of the aircraft.

j. The subject records shall also be transferred to the owner in case of termination of operation. Compliance
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Monitoring Manager will be responsible for co-ordination of the transfer with new owner/operator.

k. The documents will be retained so as to permit easy reference and accessibility. Retention period as per
the regulation.

l. Depending on the type of maintenance performed, the following records will be retained. The list is not
exhaustive and may contain any other record as applicable.

i. Maintenance Schedules / Engineering work order / EO / discrepancy work order / Task Card
ii. Job cards with the requirements of the customer
iii. All details of maintenance work carried out, including subcontracting release documents
iv. Specific repair, AD, SB and modification data
v. References to the parts / material used
vi. References to the employee(s) AME License who performed the work / job
vii. Date of completion of the work / job
viii. Copy of issued release to service certificate
ix. Copy of maintenance data used, as applicable
x. Copy of Rotable Tag / Acceptance Tag /CA Form 1/ EASA Form 1 / Form 8130-3 etc. for
the parts / materials installed on the aircraft.
xi. Copy of shop finding reports.

2.14.4 RECONSTRUCTION OF LOST RECORD.

a. Reconstruction of lost or destroyed records is important to establish continuing airworthiness and retain
the aircraft/component in continuous service.
b. Data will be collected from scanned copies of documents, computer records, copies available with Kan
Aero Technics, etc. to reconstruct the lost or destroyed records.
c. On completion of reconstruction of records, Compliance Monitoring Manager will make a statement in
the new record describing the loss and establishing the time in service based on the research and the best
estimate of time in service.
d. CMM will scrutinize the records and will stamp and affix the signature on the first and last page of the log
book, History Cards indicating the acceptance and submit it to the respective Regional Airworthiness
Office for approval.
e. If after reconstruction of record data cannot be generated than CAR 145 will determine the
maintenance to be carried out including shop visit for overhaul to determine serviceability.

2.15 RECTIFICATION OF DEFECTS ARISING DURING MAINTENANCE. [Ref: CAR 145.A.50, 145.A.70 (a) 12]
2.15.1 GENERAL.
This chapter describes procedures for defects rectification during maintenance of aircraft.

2.15.2 RESPONSIBILITY.
Approved CAR 145 organization – Maintenance Manager.

2.15.3 PROCEDURE.
a. All defects identified during Maintenance shall be recorded.
b. Rectification of defects shall be in conformance with applicable maintenance data.
c. In exceptional circumstances, if the defect is not rectified by procedures, the matter will be referred
to the manufacturer for advice and Compliance Monitoring Manager for information.
d. Where defect rectification is not possible and the nature of the defect allows continued operation of
the aircraft in accordance with Approved data, then action will be taken according to the nature of the
defect with prior permission from Quality Manager. No aircraft will be released to service from the
base with defects affecting airworthiness.
e. New defects or incomplete maintenance work orders identified during the maintenance shall be
brought to the knowledge of Quality Manager. In the case, where the operator declines to have
such maintenance carried out, the same shall be recorded in the CRS and the aircraft will be released
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to service within the approved aircraft limitations. (Deferred Maintenance) (Ref: MOE 2.16).
f . Aircraft may be released to service with deferred maintenance items not affecting airworthiness with
following conditions
I. Appropriately qualified person will determine the items to be placed under deferred
maintenance.
II. Prior concurrence of the Compliance Monitoring Manager is obtained for release of aircraft.
III. Appropriate deferred maintenance entries are made in the Technical Log book.
g. Upon completion of the work, Kan Aero Technics will forward all original aircraft documents to Operator
CAMO for scrutiny, Updating and archiving purposes.

2.16 RELEASE TO SERVICE PROCEDURE. [Ref. CAR 145.A.50]

2.16.1 PURPOSE.

a. To specify the requirements / procedure for the issue of a Certificate of Release to Service (CRS) after
repairs, replacements, modifications, mandatory inspections and scheduled/ unscheduled maintenance
inspections have been carried out on an aircraft or aircraft component.
b. An aircraft is not permitted to fly on completion of any scheduled or unscheduled maintenance including
defect rectification, without a valid CRS.

2.16.2 RESPONSIBILITY.
Certifying Staff shall issue CRS for the work performed on the Work order, maintenance
Schedule/Discrepancy work order, specific CRS format (if any) and / or Technical Log Book.

2.16.3 PROCEDURE.
a. CRS shall be issued by appropriately authorized certifying staff.
b. A CRS shall only be issued on completion of maintenance when the appropriately authorized signatory is
(signatories are) satisfied that the work has been properly carried out and accurately recorded, having due
regard to the use of:
i. Current maintenance data, approved by manufacturers/approved design organization/DGCA as
applicable.
ii. Up-to-date company procedures.
iii. Applicable Recommended serviceable and calibrated (if applicable) tooling and test equipment.
iv. Serviceable approved parts and material of correct part numbers and effectivity.
c. A CRS cannot be issued when there are known Airworthiness Directive non-compliances that hazard
seriously the flight safety.
Kan Aero Technics does not normally permit the issue of a certificate of release to service in the case of any
non- compliance. If such cases raised, certifying staff will inform to MM, CMM and CAMO so that the issue
may be discussed and resolved properly.
d. A CRS must contain basic details of the maintenance carried out, the date such maintenance was
completed, cross reference to maintenance data and the identity including authorization reference number
of the certifying staff. When extensive maintenance is carried out certifying staff should cross reference to
the work package. Dimensional information should be retained in the work package record.
e. When Organization is unable to complete all maintenance ordered and/or carried forward defects which is
permissible as per approved maintenance data, shall be detailed in the CRS as not accomplished and where
necessary, time limits or repetitive inspections shall be stated.
f. The CRS shall contain the following statement: “Certifies that the work specified, except as otherwise
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specified was carried out in accordance with CAR-145 and in respect to that work the aircraft/aircraft
component is considered ready for release to service”.

2.16.4 ISSUE OF CRS AFTER LINE MAINTENANCE.

Compliance Monitoring Manager of RAPL shall authorize the certifying for issue of CRS on basis license
Authorization and approval. Limitation is mentioned in certification authorization issued by CMM. Category A,
B1 and B2 shall issue CRS up to line maintenance task/defect rectification and Category “C” will issue CRS
after completion of Base maintenance for the aircraft in its entirety. In case of combined B1 and B2 task B1
shall issue CRS after completion of check in line maintenance.

Category “A” is authorized to issue the CRS after minor schedule/ defect rectification, but within the limit of
task specifically endorse on his/her Authorization / License.

Category “B1” is authorized to issue certificates for release to service and act as support staff following the
maintenance performed on aircraft structure, power plant, mechanical and electrical systems, work on avionics
system requiring simple tests to prove their serviceability and not requiring trouble shooting, in respect of an
aircraft type endorsed on the license.

NOTE: Category B1 shall include the appropriate sub-category of Category A.

Category “B2” is authorized to issue as per following.

 certificates of release to service after maintenance on avionic and electrical systems, avionics and electrical
system within engine and mechanical systems requiring only simple tests to prove their serviceability of
aircraft type endorsed on the license;
 certificates of release to service after minor scheduled line maintenance and simple defect rectification
within the limits of tasks specifically endorsed on the certification authorisation issued by an approved
maintenance organization of aircraft type endorsed on the licence and this certification privilege shall be
restricted to work that the licence holder has personally performed in the maintenance organisation which
issued the certification authorisation and limited to the rating already endorsed on the licence.

Category “B3” is authorized to issue the CRS after minor schedule maintenance / defect rectification, on
aeroplane structure, engine and mechanical and electrical systems, work on avionic systems requiring only
simple tests to prove their serviceability and not requiring troubleshooting of ‘piston-engine non-pressurized
aeroplanes of 2000 kg Maximum Take-off Mass and below’.

Category “C” is authorized to issue the CRS after completion of Base maintenance for the aircraft in its
entirety.
NOTE: Simple test means a test described in approved maintenance data and such in nature that aircraft system
serviceability is verified through aircraft controls, switches, Built-in Test Equipment (BITE), Central Maintenance
Computer (CMC) or external test equipment not requiring special training.

NOTE: Base Maintenance only for complex motor aircraft, CMM shall clearly specify in certification
authorization of certifying staff issue CRS after base maintenance. Category C personnel who also hold category
B1, B2 shall issue CRS after completion of Base maintenance and also can perform both roles in base
maintenance (Certifying Staff & Support Staff).

2.16.5 ISSUE OF CRS AFTER DEFECT RECTIFICATION.

a. Defect Rectification shall be documented on the Technical Log (FRB) or work order.
b. Appropriately qualified certifying personnel shall sign Technical Log (FRB) / work order.
c. A CRS shall be issued before flight after defect rectification as a part of Technical Log or work order.

2.16.6 ISSUE OF CRS AFTER BASE MAINTENANCE.

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a) Certifying staff will issue CRS for an aircraft after completion of all Maintenance activity at maintenance
facility.
b) When a multiple work is carried out under a single work package, one CRS will be issued by summarizing all
the work carried out with cross reference to the serial number of the related work orders.
c) Certifying staff, specifically authorized by the Compliance Monitoring Manager will only issue CRS for whole
aircraft after completion of base maintenance inspections. However, the individual support / certifying staff
will be solely responsible for the quality of work carried out and signed off by them in the inspection
schedule / procedure sheets / off-job sheets.
d) Maintenance certification in the logbook by the support/certifying staff will refer to the revision status of the
maintenance data used.
2.16.7 ISSUE OF CRS WITH DEFERRED/CARRIED FORWARD DEFECT.
a. Deferred defects are defined as those defects reported in operational service which is deferred for later
rectification in accordance with approved MEL. Carried forward defect are defined as those defects arising
during maintenance which are carried forward for rectification at the later maintenance input in accordance
with approved AMP/MEL.
b. Before issuing of CRS, certifying staff consider the cumulative effect of a number of deferred/carried
forward defect occurring on the same aircraft and any restriction contained in MEL.
c. In case all maintenance tasks in the inspection schedule or work scope could not be completed due to lack
of downtime, unavailability of tools/equipment/spares etc, unavailability of skilled manpower or by virtue
of condition of aircraft requiring additional maintenance downtime, Maintenance Manager may allow
deferment of tasks/items in concurrence with Quality Manager, provided deferment does not endanger the
flight safety and CRS will be issued within the approved aircraft limitations provided such defects are
recorded in CRS. Such information shall be communicated to CAMO and Planning for further monitoring
and compliance of defects within the due compliance time.

2.16.8 SIGN-OFF AFTER MAINTENANCE TASK COMPLETION.

The control and sign off procedures for maintenance tasks as detailed in MOE 2.13 & MOE 2.23 must be
followed. After maintenance task completion, the task is certified by appropriately authorized certifying
personnel. Authorized personnel will append their signature and authorization number to sign off the
maintenance tasks performed.

2.16.9 ISSUE OF CRS FOR CHECK / TEST FLIGHT.

 CRS will be issued prior to check / test flight mentioning the purpose of flight.

 A fresh CRS will be issued subsequent to satisfactory test flight report and rectification of defects after
Test flight, if any, before offering the aircraft for subsequent flights.

2.16.10 RELEASE OF COMPONENTS REMOVED FROM SERVICEABLE AIRCRAFT.

Serviceable aircraft components removed from an aircraft may be issued with a CA Form 1 by certifying staff
holding CRS privileges subject to compliance with the following conditions.
a. It is ensured that the component was removed from the aircraft by an appropriately qualified
certifying staff.
b. The aircraft component may only be deemed serviceable if the last flight operation with the
component fitted revealed no faults on that component/related system.
c. The aircraft component is inspected for satisfactory condition including any particular damage,
corrosion or leakage and compliance with any additional manufacturer’s maintenance instructions.
d. Confirmation must be obtained from the CAMO for having researched the aircraft records for any
unusual events that could affect the serviceability of the aircraft component such as involvement in
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accidents, incidents, heavy landings or lightning strikes. Under no circumstances may a CA Form 1 be
issued if it is suspected that the aircraft component has been subjected to extremes of stress,
temperatures or immersion which could affect its operation.
e. Compliance with known modifications and repairs is established.
f. The flight hours/cycles/landings as applicable of any service life limited parts including time since
overhaul is established from CAMO and should be reflected on CA form 1.
g. Compliance with known applicable AD is established.
h. Subject to satisfactory compliance with the above conditions, a CA Form 1 may be issued and should
contain the pertinent information including the aircraft from which the aircraft component was
removed.
NOTE: The detail procedure sheet and maintenance data for carrying out the task will be provided by CAMO.

2.16.11 SWAP/ CHANGEOVER OF SERVICEABLE COMPONENTS BETWEEN AIRCRAFT.

This process is detailed in 2.16.10 to be followed provided the below mentioned procedure is followed.
a. Permission shall be obtained from the MM/CMM prior to any swap / changeover of the serviceable
components.
b. It must be ensured that swap /changeover of component shall be performed by an appropriately
qualified certifying staff.

2.16.12 ISSUE OF ONE-OFF AUTHORIZATION.

a. In the following unforeseen cases, where an aircraft is grounded at a location other than the main
base, where certifying staffs does not hold a type-rated authorization for a task on that type of aircraft,
Compliance Monitoring Manager may issue a one-off certification authorization after assessing individual
situation.
i. To certifying staff of any other approved CAR 145 organization holding equivalent type
authorizations on aircraft of similar technology, construction and systems.
ii. To one of the Kan Aero Technics engineers holding equivalent type authorizations on aircraft of
similar technology, construction and systems.
iii. In case due to unforeseen reasons if an aircraft is grounded at a location not having appropriately
approved CAR 145 personnel then the Compliance Monitoring Manager may issue one-off authorization
to any person having a valid AME License as per ICAO Annex 1 on a similar aircraft type and having
minimum 5 years of maintenance experience and valid continuation training. Compliance Monitoring
Manager should assess that authorization being issued to him should be within his/her competency
b. A one-off authorization will not be issued where the level of certification required could exceed the
knowledge and experience level of the person it is issued to. In all cases, due consideration will be
given to the complexity of the work involved and the availability of required tooling and/or test
equipment needed to complete the work.
c. All such cases as specified in Para 2.16.12 a (ii) & (iii) in this above, shall be reported to DGCA within seven
days of the issuance of such certification authorization with proper substantiation such as detailed snags,
rectification taken, reason for issuance of one-off authorization etc. Kan Aero Technics shall ensure that any
such maintenance that could affect flight safety is re-checked by appropriately qualified personnel of once
the aircraft returns to base or by another CAR- 145 maintenance organization at first available opportunity.
d. When an aircraft is grounded at a location other than main base and Night halt station, due to non-
availability of aircraft component with appropriate release certificate, it will be permissible to temporary fit
the aircraft component without appropriate release certificate but having a suitable release certificate but
otherwise in compliance with all applicable maintenance and operational requirements for maximum of 30
FH or until aircraft first returns to main base whichever is sooner. Such component will be removed by the
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specified time unless appropriate CRS has been obtained in the mean-time. In all such cases, certifying staff
shall take the prior permission of Quality Manager. CAMO and Planning shall be informed for necessary
action at the first available opportunity

2.16.13 NON-DEFERRABLE DEFECTS AWAY FROM BASE.

a. Non-Deferrable defects must be repaired before further flight.

b. When defects occur that are not listed in the MEL and cannot be considered under the definition of carried
forward defects, the following action will be initiated.

I. Flight crew or the certifying staff attached with the aircraft will contact the CAMO and the MM of the
AMO with a view to establish the extent of the defect and the rectification action required.
II. CAMO or the Maintenance Manager will ascertain if there is a suitably approved CAR-145
organization, with the appropriate scope on their approval schedule, in proximity to the AOG aircraft.
A one-off Authorization will be granted by the Kan Aero Technics Compliance Monitoring Manager to
have the defect rectified and duly certified by Authorized personnel of that organization.
III. Where no appropriately approved MRO is available then action will be initiated to position suitable
certifying staff along with necessary spares, tools, publications to rectify the defect and release the
aircraft to service.

2.16.14 AIRCRAFT RELEASE AFTER STRUCTURE DAMAGE, ASSESSMENT/REPAIR.

An aircraft may be released to service after assessment of structural damage with respect to allowable
damage limit specified in respective Structural Repair Manuals (SRM) and / or repair thereof. The
following will be observed.
• Following actions will be performed
a. Qualified certifying staff will perform the damage assessment in accordance with SRM. If damage
is within the limits in accordance with the SRM, necessary action will be taken as per SRM, if
applicable, for rectification and Aircraft will be released to service.
b. Necessary entry will be made in Technical Log.
c. Discrepancies work order will be raised accordingly and detailed filled for any further inspection by
structural authorized personnel (if required). Planning will co-ordinate with MM for carrying out
the structural inspection by authorized person (if required).
d. Qualified certifying staff must send the completed work order, Technical log and copy of damage
record to Technical Records.
• Following actions will be performed at any station other than main base where qualified authorized
certifying staff not available:
a. Qualified certifying staff will assess the damage in accordance with SRM, communicate with MM for
detailed structural assessment review if required in association with structural certifying staff.
b. Qualified certifying staff will enter the defect in Technical Log and release the Aircraft with necessary
rectification details and limitations if any.
c. Subsequently, CAMO will raise the work order/discrepancy work order (as applicable) giving full details
of structural damage, reference of SRM / repair documents used for inspection criteria and instruction
for reassessment of the damage.
d. In case, damage is beyond the SRM limits, Aircraft will not be released unless special permission
obtained from DGCA or repair carried out.

2.16.15 ISSUE OF CRS AFTER COMPONENT MAINTENANCE.

a. A CA Form 1 shall be issued by certifying staff at the completion of maintenance on an aircraft component
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whilst off the aircraft.

b. The Authorized Release Certificate identified as CA Form 1 or serviceable tag constitutes the aircraft
component CRS when an aircraft component will be maintained for external customer or Kan Aero Technics.
c. The CA Form 1 or serviceable tag shall be issued by appropriate category certifying staff.
d. To facilitate tracking, CA Form 1/serviceable tag shall be printed serially numbered.
e. Entries in the CA Form 1 shall be made as per the instructions detailed in CAR-145 and in CAPITAL letters
only.
NOTE 1: Whenever a component is to be installed the certifying staff will verify remarks column and data
presented in Block 12 of CA Form 1.
NOTE 2: ERROR(S) ON A CERTIFICATE:
1. If an end-user finds an error(s) on a Certificate, he must identify it/them in writing to the originator. The
originator may issue a new Certificate only if the error(s) can be verified and corrected.
2. The new Certificate must have a new tracking number, signature and date.
3. The request for a new Certificate may be honored without re-verification of the item(s) condition. The new
Certificate is not a statement of current condition and should refer to the previous Certificate in block 12 by
the following statement; “This Certificate corrects the error(s) in block(s) [enter block(s) corrected] of the
Certificate [enter original tracking number] dated [enter original issuance date] and does not cover
conformity/condition/release to service”. Both Certificates should be retained according to the retention
period associated with the first.

2.16.16 CERTIFICATION - IDENTITY OF SIGNATORY.

Throughout the Company, certifying staffs are identifiable on documentation by means of their unique
personal authorization number. Further, the identity can be referred back to the sample signature / initial
held with Quality section.

2.16.17 CERTIFYING STAFF AUTHORIZATION STAMP CONTROL.

Quality Department will provide the authorization stamp to all authorized certifying staff. Control
process of authorization stamp is appended herewith:
a. All authorization stamps must be approved by the Compliance Monitoring Manager prior to issue and use.
b. Stamps and their issues are recorded in the Authorization & Stamp Issue Control Register and separate
Controlled Document folder “RAPL/QD/ENGG/07” will be maintained.
c. Certifying staff shall affix their authorization stamp for all certification purpose.
d. Cancelled /withdrawn authorization number may be issued to new certifying staff after period of 3 years.

2.16.18 RELEASE TO SERVICE – CERTIFYING STAFF RESPONSIBILITIES.

Upon accomplishment of the maintenance job prior to issue of a CRS / CA Form 1 the Certifying Staff
should:
a. After completion of maintenance a general verification is carried out to ensure that the aircraft or
component is clear of all tools, equipment and any extraneous parts or material, and that all access panels
removed have been refitted.
b. Perform a final visual inspection of the aircraft / aircraft component as applicable.
c. Verify that all documents supplied for the accomplishment of the maintenance has been duly completed
and signed by concerned personnel.

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d. For aircraft CRS - Verify that all “installed serviceable component” has its FAA 8130-3 / EASA Form /CA
Form 1 and serviceable tag issued by the Stores Inspector.
e. Verify that all test results wherever applicable are satisfactory.
f. Verify that if any maintenance is deferred / cannot be accomplished is appropriately mentioned in the
CRS.
g. Verify that there are no non-compliances which are known that could seriously endanger flight safety.
h. Verify that any AD / SB mentioned in the work order have been incorporated.
i. Verify that NO “non-approved‟ modification and / or repair has been incorporated.
j. Verify that all inspection items are accomplished and certified.
k. Verify that all tools, spares, consumables, and equipment’s used during the course of maintenance have
been properly accounted for and placed back at appropriate location, as applicable.
l. The CRS / CA Form 1 shall be issued only after due verification of the above-mentioned items.
2.17 RECORDS FOR THE PERSON OR ORGANISATION THAT ORDERED MAINTENANCE. [Ref. CAR
145.A.55, 145.A.70 (a) 12]

2.17.1 CONTRACTED RECORD KEEPING FOR OPERATORS.

Kan Aero Technics AMO will preserve the maintenance record for any aircraft maintained by Kan Aero
Technics Pvt ltd.
2.17.2 ARRANGEMENTS FOR PROCESSING AND RETENTION OF OPERATOR’S MAINTENANCE
RECORDS.

i. The following maintenance records in original are provisioned to the operator/customer on completion of the
maintenance by the planning.
a. Certified task cards as per the work package and its updates.
b. Certified inspection/maintenance schedules if any,
c. Authorised release certificates for the components replaced/repaired/overhauled/ modified. (as
applicable)
d. CRS.
ii. Hard copy/CD containing scanned copies of the above maintenance records is retained by the Planning.
iii. Scanned soft copies of all the maintenance records along with the soft copies of the associated
maintenance data will be retained for a period of three years from the date of closure of the maintenance.
iv. In respect of component maintenance whilst off the aircraft, the following maintenance records will be
Kept.
a. CA Form 1.
b. Log card/History card as applicable.

2.18 OCCURRENCE REPORTING. [Ref. CAR 145.A.60, 145.A.70 (a) 12]

2.18.1 GENERAL.
The purpose of this procedure is to ensure that Kan Aero Technics reports to DGCA, Operator under
contract, the state of registry and the organization responsible for the design of the aircraft or
component, as applicable, faults, malfunctions, defects and other occurrences which could affect the
continuing airworthiness of the aircraft, any condition of the aircraft or component identified that has
resulted or may result in an unsafe condition that hazards seriously the flight safety.

2.18.2 RESPONSIBILITY.
Compliance Monitoring Manager shall be responsible for occurrence reporting to DGCA / operator /State of
Registry / Manufacturer, as applicable.

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2.18.3 DEFINITION.
DEFECT. Defect means a condition existing in an aircraft (including its systems) or aircraft
component arising from any cause other than damage, which would preclude it or another aircraft
component from performing their intended functions or would reduce the expected service life of the
aircraft or aircraft component.
REPAIR. The restoration of an Aeronautical product to an airworthy condition to ensure that the aircraft
continues to comply with the design aspects of the appropriate airworthiness requirements used for the
issuance of the Type Certificate for the respective aircraft type, after it has been damaged or subjected to
wear.

MAJOR DEFECT. Major defect means a defect of such nature that reduces the safety of the aircraft or
its occupants and includes defects discovered as a result of the occurrence of any emergency or in the
course of normal operation of maintenance. List of major defects are in accordance with Appendix I of CAR
Section 2, Series C, Part I.

INCIDENT. Means an occurrence, other than an accident, associated with the operation of an aircraft
which affects or could affect the safety of operation.

MAJOR REPAIR. Means a design change that is intended to restore an aeronautical product to an
airworthy condition.
When the damage or wear being repaired or restored to airworthiness condition might appreciably
affect the weight, balance, structural strength, performance, power plant operation, flight
characteristics, or other qualities affecting airworthiness or environmental characteristics. Or That will be
embodied in the product using nonstandard practices.

MINOR REPAIR - Means a repair other than a major repair.

REPETITIVE DEFECTS - Repetitive defect means a defect in an aircraft (including its components and
systems) which recurs, in spite of rectification attempt, on the same aircraft.
Any discrepancy in a specific ATA Chapter subsystem that has (3) or more pilot reports in a (10) day period
is treated as repetitive defect.
OCCURRENCES - Any condition of the aircraft or component identified by the organization that has
resulted or may result in an unsafe condition including maintenance and design error that hazards seriously
the flight safety.

2.18.4 POLICY.
a. All significant airworthiness occurrences whether reported by Flight Crew or observed by Maintenance
Crew (including those occurred due to improper maintenance practices) shall be reported to
Compliance Monitoring Manager in duly filled form ‘Internal Occurrence Report’
b. Kan Aero Technics encourages free and frank reporting of any (potentially) safety related occurrences. Kan
Aero Technics will follow just culture i.e. Organisation will ensure that personnel are not inappropriately
punished for reporting or co-operating with occurrence investigations.
c. After determining and evaluating that the occurrence/incidents/major defect meets the criteria of
‘Reportable Occurrence’ as detailed below, Compliance Monitoring Manager shall submit a report on the
same to DGCA / Manufacturer / TC holder, as applicable and providing as much details as possible.
Reportable time line

REPORTABLE OCCURRENCES
1. Incidents of an immediate Airworthiness nature that could affect operations of the aircraft are
immediately reported to DGCA as listed below: -
a. Fires during flight, and whether a fire warning system was installed and functioned properly;

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b. False fire warnings during flight;

c. An engine exhaust system that causes damage during flight to the engine, adjacent structure,
equipment or components;
d. An aircraft component that causes accumulation or circulation of smoke, vapor, or toxic or noxious
fumes in the crew compartment or passenger cabin during flight;
e. Engine shutdown during flight because of flameout;
f. Engine shutdown during flight when external damage to the engine or aircraft structure occurs;
g. Engine shutdown during flight due to foreign object ingestion or icing;
h. Shutdown during flight of more than one engine;
i. A landing gear extension or retraction, or opening or closing of landing gear doors during flight;
malfunction
j. Brake system components that result in loss of brake actuating force when the aircraft is in motion on
the ground;
k. Aircraft structure that requires significant repair; due corrosion or due damage detected during
operation
l. Cracks, permanent deformation, or corrosion of aircraft structure, if more than the maximum
acceptable to the manufacturer.
m. Aircraft components or systems that result in taking emergency actions during flight (except action to
shut down an engine);
n. Each interruption to a flight, unscheduled change of aircraft En-route, or unscheduled stop or
diversion from a route, caused by known or suspected mechanical difficulties or malfunctions;
o. The number of engines removed prematurely because of malfunction, failure or defect, listed by make
and model and the aircraft type in which it was installed; and
2. In addition, Kan Aero Technics will also report to DGCA for any other failure, malfunction or defect in an
aircraft that occurs or is detected at any time, if in its opinion, the failure, malfunction or defect has
endangered or may endanger the safe operation of the aircraft.
3. In respect of maintenance, reporting a condition which endangers the flight safety of aircraft is normally but
not limited to:
a. Serious cracks, permanent deformation, burning or serious corrosion of structure during scheduled
maintenance of the aircraft or component.
b. Failure of any emergency system during schedule testing,
c. A defect detected on the aircraft during a maintenance inspection (scheduled or non-scheduled) which
may have its origin in a maintenance or design error.
d. Defect during routine inspection: For example, Rivets found loose on vertical stabilizer
Defect found during post flight inspection
e. A deviation of maintenance procedure (company manual or manufacturer documentation) For
Example: -
- Safety pin being left installed in a component.
- Alleged inappropriate repair carried out with damage outside of SRM limits.
- Torch left in intake causing damage to inlet cowl during engine start
- Part Number of replaced part not properly recorded.

2.18.5 DEFECT/OCCURRENCE REPORTING PROCEDURE.

a. Major defects are immediately brought to the notice of the Maintenance Manager by AME, who in turn
informs the CAMO & Quality Manager. CMM is a focal point for receiving all airworthiness occurrences
including service difficulty reports.

The internal occurrence reporting system will be a closed loop process wherein the originator of the
report will be given feedback on the corrections. Among other means, the same will be ensured via
issue of Information Notices, internal circular, e-mail etc. so that all concerned are also informed of the
same.

b. All defects classified as "major" or those requiring "major repair" or which are serious in nature shall be
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intimated immediately on telephone by Quality Manager/ CAMO to RAO DGCA followed by written
information. The written information shall be forwarded, within 72 hours, by duly filled up
occurrence/defect reporting form. Each Occurrence report shall contain at least the following
information’s: -
a. Name of the organisation / operator & approval reference
b. Aircraft Type and Registration.
c. Date and place of occurrence of the defect.
d. Date & time relative to any Life /Overhaul limitation in terms of Flying Hours/cycle/landings etc. as
appropriate
e. Details of the defects and the rectification action taken.
f. Relevant information found during the evaluation or rectification of the condition

c. Conditions of an aircraft or component that has resulted or may result in an unsafe condition to be
reported to RAO DGCA and type certificate holder.

d. In respect of maintenance, reporting a condition which endangers flight safety of the aircraft is following
but not limited to:
 Serious cracks, permanent deformation, burning or serious corrosion of structure during schedule
maintenance of the aircraft or component
 Failure of any emergency system during schedule testing.

e. Major defects will be investigated by the Compliance Monitoring Manager along with Maintenance
Manager in co-ordination with Regional Airworthiness Office.

f. The Investigation team shall collect all the evidence required for assisting the investigation including the
blood sample of person concerned in case of a ground incident. Also, fuel, oil sample as applicable will
be collected and sent for investigation.

g. The components associated with the major defect shall be preserved for a period of two weeks from the
date of intimation of the defect, unless required (in writing), by the concerned Regional Airworthiness
Office, to be preserved longer.

h. RAO must be informed on a monthly basis, all cases of major defect/incidents/accidents pending closure
and all efforts shall be made to close the investigation within three (3) months period.

i. If the investigations of the defects take longer period i.e. More than one month, the progress made on
investigation are submitted to the Regional Airworthiness Office every month. Every effort is made to
complete the investigation within 3 months of its occurrence.

j. The investigation reports on major defects shall be sent by the Kan Aero Technics, in duplicate, to
concerned Regional Airworthiness Office soon after finalisation. The final report will contain at least the
following information, in addition to those forwarded with initial information:

i) Identification of parts/ systems involved.

ii) Apparent or actual cause of the defect.

iii) Life of affected component since new and since last inspection, in terms of flight hours/ landings/
cycles.

iv) Action taken by the operator to prevent recurrence.

v) Any disciplinary action, taken by the operator, against any of its employees, and

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vi) Whether the operator considers the investigation "closed" or "open" and if "open" the time it would
take to complete the investigation.

k. Once in three (3) months, the investigation results of all the defects (major or not) are analysed by
investigation team of Kan Aero Technics and corrective action will be taken as required under intimation
to Regional Airworthiness Office.

l. The records, associated with the defects and their rectification actions, shall be preserved for a period of
two years.
2.18.6 DEFECTS REPORTED BY SUBCONTRACTORS.
In the event Kan Aero Technics sub contracts, the aircraft maintenance, Kan Aero Technics will ensure that the
sub contracted organization reports an unsafe condition to Kan Aero Technics Quality Department as above
defined procedure and timelines.

2.18.7 PERMITTED REPORTING PERIODS AND RETENTION OF DATA.

Compliance Monitoring Manager shall submit report on reportable occurrences / incidents / major defects as
soon as practicable but in any case, within 72 hours of discovery of occurrence.
Maintenance records pertinent to the incident shall be retained for a period of two years unless otherwise
instructed by the DGCA.

2.18.8REFERENCES. EPM

2.19 RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE. [Ref. 145. A.42, 145.A.70 (a) 12]

2.19.1 PURPOSE.
This part of the manual describes the procedure used to control of the defective components removed from
the aircraft. This procedure ensures proper identification and segregation of defective component and also the
process to be followed for disposition.

2.19.2 RESPONSIBILITY.

 Certifying staff- Carrying out the removal and proper identification, routing of components.
 Stores Inspector – for Storing and disposition of defective Components.
2.19.3 POLICY.
a. A component removed from an aircraft as defective, must be returned to Stores with “Repairable tag”.
The Repairable tag must be filled and signed by the certifying staff.
b. Unserviceable / Defective components after removal from the aircraft shall be sent to the stores for further
dispatch to applicable shop for repair along with Tag.
c. The Unserviceable aircraft items not having serial number or are not Rotables will be given unserviceable
Tag.
d. Components which have reached their certified life limit or contain a non- repairable defect are
classified as unsalvageable and shall not be permitted to re-enter the component supply system
e. Disposal procedure of unsalvageable Aircraft Parts and Materials are laid down in EPM
f. The following types of components are typically classified as unsalvageable:
i. Components with non-repairable defects, whether visible or not to the naked eye;
ii. Components that do not meet design specifications, and cannot be brought into conformity with such
specifications;

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iii. Components subjected to unacceptable modification or rework that is irreversible;

iv. Certified life-limited parts that have reached or exceeded their certified life limits, or have missing or
incomplete records;
v. Components that cannot be returned to airworthy condition due to exposure to extreme forces, heat
or adverse environment;
vi. Components for which conformity with an applicable airworthiness directive cannot be accomplished;
vii. Components for which maintenance records and/or traceability to the manufacturer cannot be
retrieved.
They shall be identified by the Certifying Staff by completing Unserviceable tag with remarks
“UNSALVAGEABLE”.
g. Such items will be disposed in such a way that it shall not be allowed to return to service.

2.19.4 HANDLING AND MOVEMENT OF COMPONENTS.

Defective components must be drained of fluid and / or depressurized and blanked properly by maintenance
personnel to protect against transit damage. It is the responsibility of certifying staff to ensure that the
component is handed over to Stores for disposition.

2.19.5 STORAGE OF UNSERVICEABLE / DEFECTIVE COMPONENTS.

Unserviceable / Defective components are being accompanied by tag. The unserviceable / defective
components are clearly segregated from the serviceable components and stored in the area/enclosure
earmarked for the purpose.
Unserviceable / Defective components are stored in an environment which will not cause it to deteriorate
further that might increase the cost, or even preclude repair.

2.19.6 COMPONENTS 'ON HOLD' (PENDING DETERMINATION OF SERVICEABILITY STATUS).

 Components removed from the aircraft in the process of trouble shooting, may be placed separately in
stores with ‘HOLD TAG’ tag pending confirmation of defect.
 HOLD tag must be issued by appropriately qualified certifying personnel.
2.20 DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS. [Ref.145. A.42, 145.A.70 (a) 12, 14, 16]

2.20.1 PURPOSE.
The procedure describes dispatch of defective components to outside contractors to ensure that effective
repair / overhaul is carried out to defective component, only through vendors or contractors appropriately
approved for the same.
2.20.2 POLICY.
a. Defective component/Parts, for repair/overhaul, shall be sent only to approved agencies.
b. The defective component/part shall be accompanied by specific repair order covering details of
maintenance to be carried out and the component shall be adequately protected to prevent further
damage.
2.20.3 RESPONSIBILITY.
a. Component removal/Paper work: AME/Approved/Authorized Personnel
b. Packaging/Repair Order: Stores & Logistics and CAMO

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2.20.4 PROCEDURE.
2.20.4.1 DISPATCH OF COMPONENTS FOR REPAIR/OVERHAUL/CALIBRATION.

a. All component sent for repair to outside agencies shall at least be accompanied by:
1) Repair Order.
2) Shipping List.
3) Warranty Claim Form, where applicable.
b. If the component requires certain modification to be embodied then the same shall be reflected on the
repair order.
c. It shall be ensured that the item is properly packed and associated documentation is raised prior to
dispatch.
d. Stores shall dispatch the item to the agency after necessary paperwork such as Airway Bill (AWB) shipping
invoice, etc., are raised.
e. Stores shall ensure for its status and return of the component after necessary work being carried out.

2.20.4.2 IDENTIFICATION OF REQUIRED REPAIR WORK.

a. Maintenance Manager shall forward all un-serviceable items to stores along with the listing of the items.
b. The stores shall determine if the item is to be repaired or scrapped in concurrence with Maintenance
manager.
c. Store shall identify the repair source/agencies if repair is required.
d. The affected item shall be dispatched to the concerned agency after ensuring:
I. Proper documentation on the label attached with the reason for defect, clearly written.
II. All residual fluids are drained.
III. All open ports/ plumbing blanked.
IV. All loose wires/ harnesses properly secured.
V. Properly supported by using correct packing material (special containers to be used to ship delicate
and sensitive items).

2.20.4.3 CONTROL OF DISPATCH COMPONENTS.

a. Stores is a place where all defective items are scrutinized, packed, prepared and dispatched for necessary
repairs/overhaul/maintenance on receipt of the Commercial Invoice by Store.
b. Defective components shall be identified by the attachment of unserviceable label, with the unserviceable
section of the label completed to provide details of aircraft registration, position, part number and serial
numbers, station, nature of defect, date and the signature and authorization number/License number of
the certifying staff. All Components in transit shall be labelled and handled as mentioned in MOE 2.19.
c. The dispatch of component to outside vendor covers all parts dispatched from stores including return of
loan, dispatch of unserviceable items and exchange part.
d. Defective items shall be returned to approved repair agencies as per repair order raised.
e. Any part to be sent outside the organization shall be packed and shipped in accordance with
manufacturers’ recommendations, if existing (type of packing, silica gel etc. ...). By default, packing
procedures shall be with applicable standards (mainly in the case of ingredients and material to be used
for work on composite components) to ensure that no damage can occur during transit. Unserviceable
parts are to be checked to ensure all blanks and protective packaging is in place. All “wet” components
shall be fully draine
The components are to be shipped with all required documentation.
2.21 CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEM. [Ref. CAR 145.A.45 (e), 145.A.55 (c)
2, 145.A.70 (a) 12]

2.21.1 PURPOSE.
To provide the correct information of all maintenance work carried out on aircraft maintained by Kan Aero
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Technics.

2.21.2 RESPONSIBILITY.
Technical Officer - To ensure that aircraft records are scan and updated in computer after maintenance.
2.21.3 PROCEDURE.

This procedure provides guidelines for maintenance of records in computer and backup systems.
Kan Aero Technics uses a computer for managing the continuing airworthiness information those given below.
a. Flight log information (from Tech log book)
b. Date, Airframe hours, Engine hours, cycles, landing records.
c. Information regarding maintenance activity completed such as schedule inspection, SIL,
component replacement, Airworthiness Directive compliance on the aircraft, engines.

Airworthiness Directives (AD), Service Bulletins (SB’s) and DGCA modifications, Status Reports generated will
provide list of all Directives issued for the type will provide the following information.
a. List of Directives issued for type/model with revision /Number.
b. Applicability to Type/Model part number, Serial number, Modification status.
c. Compliance Due date/ flying hours, etc.
d. Date of accomplishment in flying hours at which Directives accomplished.
e. Last complied date and next due date (repetitive directives)
f. Parts Compliance Status.
BACK-UP SYSTEM FOR ELECTRONIC DATABASE:

Copies of Data stored in computer will be made and stored as a back-up once every 15 days, at a different
location from that containing the working disc or systems and in a safer environment away from fire, flood
and theft etc.

2.22 CONTROL OF MAN HOUR PLANNING VERSUS SCHEDULED MAINTENANCE WORK.

[Ref. CAR 145.A.30 (d), 145.A.47 (a)(b)145. A.65 (b), 145.A.70 (a) 12 (b)]

2.22.1 COMPANY POLICY.

1. Scheduled maintenance activities will be planned in advance so that all requirements in terms of facility,
manpower, tools, equipment’s, and literature are made available before starting the work.
2. Un-scheduled maintenance activity, which arises due to damage / defect / incident will also be planned, after
the scope of maintenance is known, so that the work is carried out with the necessary / acceptable facility, and
required tools, equipment’s, literature and manpower.

2.22.2 COMPANY PLANNING Vs SCHEDULED MAINTENANCE WORK.

The actual man-hours required for scheduled maintenance tasks will be calculated for carrying out the work
as per the inspection schedule and taking into account all other man-hours required to gain access, position
work stands, remove & install sub-assemblies, de-fuel, purge fuel tanks, troubleshoot, or correct
discrepancies found while performing the task.
Tools, Equipment’s, Parts & Man-hours required for scheduled maintenance will be planned in advance,
aircraft wise and listed in the approved inspection schedules. This will enable the certifying staff to initiate
their planning w.r.t the location and the scope of work. Final responsibility of planning a scheduled work rests
with the specific support / certifying staff, who is responsible to carryout and certify the inspection.
2.22.3 COMPLEXITY OF WORK.
Major inspection / repair / overhaul, will be planned in advance, considering the complexity of work.
Maintenance Manager may allot qualified person for planning of critical work such as major repairs,
modification etc. This will reduce mistakes / oversight from happening due to the complex nature of the

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work.

2.22.4 ORGANISATION OF SHIFTS.

When a work is required to be carried out more than 8 hours in a day due to requirement of high
production output, Maintenance Manager may decide to increase the work force and organize the work to
be performed in shifts.

2.22.5 ACCOUNTS OF HUMAN PERFORMANCE LIMITATION.

Limitations on human performance, in the context of maintenance related tasks will be taken into
consideration while planning maintenance work.

2.22.6 MAN HOUR PLAN REVIEW MEETINGS.

Man Hour plan review meetings between Maintenance Manager, CAR-145 Compliance Monitoring
Manager and Accountable Manager will be held once in six months to discuss and review the effectiveness
of the planning.
Maintenance Manager will be responsible for all coordinating and documenting all such review meetings as
an amendment to the Man hour planning for tracking of man-power planning activities.
Man-power planning shall be carried out by analyzing the variables such as Type, Model, Registration,
Location etc. and arrive at a decision whether man-power is required to be enhanced to meet the total
number of aircraft under maintenance.
If man power is found to be less w.r.t total number of aircraft, type, location, the same shall be documented
in the review meeting and necessary action to increase the manpower shall be undertaken in consultation
with the Accountable Manager.
2.3 CRITICAL MAINTENANCE TASKS AND ERROR-CAPTURING METHODS. [Ref. CAR 145.A.48 (b) (c),
145.A.70 (a) 12]
2.3.1 PURPOSE.
The purpose of this procedure is to identify the error capturing methods in respect of critical maintenance
tasks and minimization of multiple error after performing identical maintenance tasks. Also training and
qualification of staff applying error capturing methods and risk of multiple errors during maintenance and
its repetition in identical maintenance tasks. Following action is required to be implemented for
performance of maintenance:
a. After completion of maintenance a general verification is carried out to ensure that the aircraft or
component is clear of all tools, equipment and any extraneous parts or material, and that all access panels
removed have been refitted.
b. An error capturing method is implemented after the performance of any critical maintenance task.
c. The risk of multiple errors during maintenance and the risk of errors being repeated in identical
maintenance tasks are avoidable.

2.23.2 RESPONSIBILITY.
a. Planning is responsible for ensuring that proper identification shall be given to all critical maintenance
/identical maintenance tasks.
b. Maintenance Manager is responsible to ensure that certifying staff shall perform the maintenance of
critical maintenance /identical maintenance tasks as per the standards detailed herewith.

2.23.3 PROCEDURE.
2.23.3.1 DEFINITION OF CRITICAL MAINTENANCE TASKS.
Critical maintenance task” means a maintenance task that involves the assembly or any disturbance of a
system or any part on an aircraft and engine that, if an error occurred during its performance, could
directly endanger the flight safety.

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2.23.3.2 DEFINITION OF IDENTICAL MAINTENANCE TASKS.

Tasks involving removal /installation or assembly/disassembly of several components of the same type fitted to
more than one system, a failure of which could have an impact on safety, on the same aircraft or component
during a particular maintenance check.

2.23.3.3 DEFINITION OF INDEPENDENT INSPECTION.

An independent inspection is an inspection performed by an ‘independent qualified person’ of a
task carried out by an ‘authorized person’, taking into account that:
a. the ‘authorized person’ is the person who performs the task or supervises the task and they assume
the full responsibility for the completion of the task in accordance with the applicable maintenance
data;
b. the ‘sign-off’ is a statement issued by the ‘authorised person’ which indicates that the task or group of tasks
has been correctly performed. A ‘sign-off’ relates to one step in the maintenance process and is, therefore,
different to a certificate of release to service.
c. the ‘independent qualified person’ is the person who performs the independent inspection and attests the
satisfactory completion of the task and that no deficiencies have been found. The ‘independent qualified
person’ does not issue a certificate of release to service, therefore they are not required to hold certification
privileges;
d. the ‘authorized person’ issues the certificate of release to service or signs off the completion of the task after
the independent inspection has been carried out satisfactorily;
e. An independent inspection is an inspection first made by an authorized person signing the maintenance
release who assumes full responsibility for the satisfactory completion of the work, before being
subsequently inspected by a second independent competent person who attests to the satisfactory
completion of the work recorded and that no deficiencies have been found.

2.23.3.4 QUALIFICATION OF INDEPENDENT PERSON.

The ‘independent qualified person’ should:
a. Hold B1/B2 authorization with CRS privilege as per MOE 3.4 subpart 3.4.2 for the scope of
work as applicable.
b. Personnel holding requisite qualification and certifying staff or sign off authorization with CRS
privilege in a similar category and having received specific practical training in the task to be
inspected.
Additionally, the ‘authorized person’ should assess the qualifications and experience of the
‘independent qualified person’ taking into account that the ‘independent qualified person’
should have received training and have experience in the particular task. It should not be
acceptable that the ‘authorized person’ shows to the ‘independent qualified person’ how to
perform the inspection once work has been already finalized.
c. Maintenance personnel authorized to carryout error capturing method such as independent
inspection, re-inspection etc. will be made aware of the procedure through the training
conducted in-house.

2.23.3.5 PERFORMANCE OF INDEPENDENT INSPECTION.

An independent inspection should ensure correct assembly, locking and sense of operation. When inspecting
control systems that have undergone maintenance, the independent qualified person should consider the
following points independently:
a. all those parts of the system that have actually been disconnected or disturbed should be inspected for correct
assembly and locking;
b. the system as a whole should be inspected for full and free movement over the complete range;
c. cables should be tensioned correctly with adequate clearance at secondary stops;
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d. the operation of the control system as a whole should be observed to ensure that the controls are operating in
the correct sense;
e. if different control systems are interconnected so that they affect each other, all the interactions should be
checked through the full range of the applicable controls; and
f. Software that is part of the critical maintenance task should be checked, for example: version, compatibility
with aircraft configuration.

2.23.3.6 RE-INSPECTION.
a. Re-inspection is an error-capturing method subject to the same conditions as an independent inspection is,
except that the ‘authorized person’ performing the maintenance task is also acting as independent qualified
person’ and performs the inspection.
b. Re-inspection is an error-capturing method, should only be performed in unforeseen circumstances when only
one person is available to carry out the task and perform the independent inspection. The circumstances
cannot be considered unforeseen if the person or organization has not assigned a suitable ‘independent
qualified person’ to that particular line station.
c. The certificate of release to service is issued after the task has been performed by the ‘authorized person’ and
the re-inspection has been carried out satisfactorily. The work order will record the identification and the
details of the re-inspection before the certificate of release to service for the task is issued.

2.23.3.7 IDENTIFICATION OF CRITICAL MAINTENANCE TASKS.

1. The critical maintenance tasks shall be identified on the basis of factor contributing to such errors,
including human factor. The list of such tasks shall be reviewed during annual AMP review on the basis
of experience, occurrence reporting systems, input from maintenance /operation etc. Following data
sources may be used, such as:
a. Information from design approval holder/OEM
b. Accident reports
c. Investigation and follow up of incidents
d. Occurrence reporting
e. Flight data analysis
f. Result of audits
g. Normal operations monitoring schemes
h. Feedback from training
2. The following critical maintenance tasks are required to be reviewed to assess their impact on flight safety
which require application of strict control to prevent errors and ensure desired safety standards. As a
guideline, even in the absence of manufacturer identification of critical maintenance tasks, the tasks related to
the following systems are treated as critical Maintenance task for which proper planning and executions are
required (AMC 145.A.48(b))
a. tasks that may affect the control of the aircraft flight path and attitude, such as installation, rigging and
adjustments of flight controls;
b. aircraft stability control systems (autopilot, fuel transfer);
c. tasks that may affect the propulsive force of the aircraft, including installation of aircraft engines, propellers
and rotors;
d. Overhaul, calibration or rigging of engines, propellers, transmissions and gearboxes.

2.23.3.8 CRITICAL AND IDENTICAL MAINTENANCE TASKS CONTROL.

a. CAMO ensures that critical maintenance tasks are identified. Further, critical maintenance tasks shall also be
identified as a part of work order issued by CAMO for easy identification and necessary steps taken by
Maintenance to minimize the maintenance error.
b. Critical maintenance tasks shall be verified by independent qualified person after completion of maintenance
performed by the Authorized person.

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c. Kan Aero Technics shall ensure that human factors shall be taken in to consideration during performance and
control of critical tasks.
d. MM to ensure that single person will not perform an identical maintenance task during a particular
maintenance check and any critical maintenance tasks as identified in work order shall be performed by
certifying staff and verified by another independent staff. However, in unforeseen circumstances when only
one person is available, Kan Aero Technics makes use of Re-inspection as described in the MOE L2.7.3 (e)

e. Work order shall record the identification of both persons and details of independent inspection as necessary
before the certificate of release to service or sign-off for the completion of tasks is issued.
f. In cases when only one person is available to carry out the same task then the work order will include an
additional stage for re-inspection of the work by the same person after completion of the same tasks.
g. Work order shall have provision to ensure that identical maintenance tasks shall not be signed by same
certifying staff during particular maintenance visit. However, in case, only one certifying staff is available, re-
inspection may be performed as mentioned in para 2.23.3.6.
Error capturing methods are those actions defined by the organization to detect the maintenance error
made when performing maintenance. This will be implemented after the performance of any critical
maintenance task. The following are the precautionary measures which shall be taken as error capturing
method
a. That every maintenance task is signed off only after completion.
b. Grouping of tasks for the purpose of sign off allows critical steps to be clearly identified.
c. Any Work performed by personnel under supervision (i.e. temporary staff, trainees) is checked and
signed off by an authorized person.
d. Independent Inspection shall be performed after critical maintenance task.
e. Ensure that the risk of multiple errors during maintenance and the risk of errors being repeated in
identical tasks that involved removal/installation or assembly/disassembly of similar components of the
same type fitted to more than one system, whose failure could have an impact on safety, the person or
Organisation performing maintenance should plan different persons to perform identical tasks in
different systems.
The compliance of critical maintenance task will be monitored by the maintenance manager.

2.23.4. REFERENCES. EPM

2.24. REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES SUCH AS - [Ref. CAR 145.A.70 (a) 12:]
2.24.1 PURPOSE.
Safety of personnel and equipment demands that all specific maintenance procedures must be
accomplished within the directives of this policy and the appropriate Maintenance Manuals. Some special
maintenance tasks may require additional specific training and experience, including but not limited to:
 in-depth troubleshooting;
 very specific adjustment or test procedures;
 Rigging.
 Engine run-up, starting and operating the engines, checking engine performance characteristics, normal and
emergency engine operation, associated safety precautions and procedures.
 Extensive structural/system inspection and repair.
 Other specialised maintenance required by the maintenance programme.

2.24.2 RESPONSIBILITY.
Certifying staff- Only those individuals who have been properly trained and qualified may engage in such
procedures.

2.24.3 PRESSURIZATION CHECK PROCEDURE.

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a. Pressurization check shall be carried out strictly in accordance with respective AMM procedures.
b. Specific precautions to be observed as detailed in EPM.
2.24.4 COMPRESSOR WATER WASH.
a. Compressor water wash check shall be carried out strictly in accordance with EMM task 71-00-00.
b. Specific precautions to be observed as per OEM.
 ENGINE RUNNING PROCEDURES.
a. Engine run-up shall be carried out on aircraft as per AMM.
b. The engine ground run shall be carried out only by an AME appropriately authorized. There will always be
two persons to carry out run-up. In addition, a RT License holder will be accompanying to establish
contact with ATC.
c. In addition to the precautions detailed in the above manuals, following must be observed while carrying
out the ground run up:
I. Cordoning of danger zone
II. Establishing communication with ground personnel.
 AIRCRAFT PRESSURE RUN PROCEDURES.
 AIRCRAFT TOWING PROCEDURES.
a. Towing is the preferred method to move aircraft.
b. Only employees or the resources of contracted staff who are trained with the towing and brake riding
procedures are permitted to tow aircraft.
 AIRCRAFT TAXIING PROCEDURES.
a. Aircraft will normally be towed for positioning at another location for maintenance or parking for
departure. However, certain circumstances may rise when aircraft has to be taxied.
b. Taxiing may be carried out by the type rated pilot or company authorized taxi permit holder.
c. The taxi permit holder who is entrusted with the taxiing operation will be responsible for safe operation.
2.25. PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS.
[Ref. CAR 145.A.60 (a) (b) (c) (d), (e), 145.A.48 (a) (b), 145.A.70 (a) 12]
2.25.1 PURPOSE.
Kan Aero Technics Maintenance procedures should be held current such that they reflect best practice within
the Organization.
It is the aim of Kan Aero Technics to encourage all staff to participate in the reporting of maintenance
errors and to suggest solutions. Human factors are the biggest single cause of maintenance errors and Kan
Aero Technics has adopted a policy to openly investigate maintenance errors.
Detection of maintenance errors is ensured:
a. After completion of maintenance a general verification is carried out to ensure that the aircraft or
component is clear of all tools, equipment and any extraneous parts or material, and that all access
panels removed have been refitted.
b. An error capturing method is implemented after the performance of any critical maintenance task as
mentioned in MOE Part 2.23 through observation of an error by the maintenance personnel themselves
by the certifying staff during inspections and verifications of maintenance tasks.
The objective is to
a. Identify the factors contributing to maintenance errors or potential maintenance errors and to
maintenance system resistant to similar errors.
b. Continually improve the safety of flight operations by identifying, eliminating or mitigating any
deficiencies in conditions, policies and procedures and by ensuring that staff consider at all times
the safety implications of their own actions, and those of their colleagues.
2.25.2 RESPONSIBILITIES.
2.25.2.1 MANAGEMENT.
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a. To put safety matters on the agenda of meeting: Accountable Manager, SMS Manager, Compliance
Monitoring Manager and Maintenance Manager.
b. To promote non-punitive policy for reporting maintenance errors.

2.25.2.2 INDIVIDUALS - To report freely and openly all significant maintenance errors.

2.25.3 PROCEDURE.
2.25.3.1 GENERAL.
The maintenance errors may be identified by analyzing one or all of the following:

a. Anonymous declaration / voluntary disclosure

b. Reported defects
c. Abnormal observations made during maintenance
d. Spot checks
e. Audit
The maintenance reporting systems encompasses the following fundamental elements:
a. Systems for reporting hazards events or safety concerns.
b. Systems for analyzing data, reports and any other safety related information.
c. Methods for the collection, storage and distribution of data.
d. Corrective and preventive action strategies.
e. On-going monitoring and confirmation of the effectiveness of corrective action. For conditions requiring
defect reporting to DGCA / Operator / State of Registry / Manufacturer, refer to the procedure
described in MOE 2.18.
2.25.3.2 NON-PUNITIVE POLICIES.
Kan Aero Technics promotes non-punitive policy for reporting maintenance errors as it recognizes that
employees are more likely to report events and cooperate in an investigation when some level of immunity
from disciplinary action is offered.
Employees re-assured that this communication will never result in reprisal, thus allowing a timely,
uninhabited flow of information to occur.

2.25.3.3 ERROR DETECTION. [AMC 145.A.65 (b) (3) (2)]

Kan Aero Technics shall ensure detection of maintenance errors by following means:
I. Through observation of an error by the maintenance personnel themselves.
II. By the Certifying Staff during inspections and verifications of maintenance tasks.
III. In the context of audits performed by the quality system.
IV. By the analysis of flight incidents, delay, flight / ground, engine stop.

2.25.3.4 PREPARATION OF INSTRUCTIONS & CHECKING BY DIFFERENT PERSONS. [AMC 145.A.65 (B) (2)]

Kan Aero Technics shall ensure dual control while preparation of any instructions that are to be issued to
maintenance personnel. This will avoid an inadvertent mistake being made while preparation of instructions.
Hence every instruction shall bear signatures of different persons as below:
Prepared by. Checked By.
Person A Person B
Kan Aero Technics will also ensure that all technical procedures are designed & presented taking into account
good human factors principles.
2.25.3.5 SYSTEM FOR REPORTING MAINTENANCE ERRORS.
Employees will forward maintenance errors to their immediate Manager in oral or mail/written format via
Hazard Reporting Form of Flight Safety Department.
The Managers will forward the same to Compliance Monitoring Manager & SMS Manager for investigation
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and disposition of report.

Reporting is necessary to:
a. Establish their root cause, contributing factors (s) that caused the event, and identify actions to minimize
the chance of recurrence;
b. Provide a factual record of the circumstances of the event of errors to allow others to learn from the
situation; and
c. Categorize the underlying cause and establish the appropriate remedial and continuous improvement
action.
d. With the help of work orders/ schedules signed by them shall trace the person involved in the mistake. This
is the responsibility of the concerned Manager.
2.25.3.6 SYSTEMS FOR ANALYZING REPORTS.
Every event is an opportunity to learn valuable safety lessons. Every event will be investigated. The extent
of the investigation will depend on the actual and potential consequence of the occurrence of hazard.

The event is analyzed so that all employees, including management, understand not only what happened,
but also why it happened. This involves looking beyond the event and investigating the contributing
factors, the organizational and human factors within in the organization that played a role in the event.
2.25.3.7 CORRECTIVE ACTION PLAN.
Once an event report has been investigated and analyzed, all concerned will be informed of investigation
results.
The Departmental heads will develop a corrective and preventive action plan and implement the same
under intimation to Quality Manager.
2.25.3.8 ON GOING MONITORING.
In order to ensure the effectiveness of the remedial measures, the corrective actions will be monitored
and evaluated on a regular basis.
The above will be implemented through internal audit process.
2.25.3.9 COMMUNICATION.
Once the required actions have been implemented, the report shall be distributed to the reportees.
If necessary, an internal note will be sent or a specific training will be given to all staff within the organization,
particularly to the certifying staff, to share the reportees experience.
Feedback on maintenance errors will be forwarded to training department for inclusion in the
continuation training as appropriate.
Internal note or instructions will be issued by Compliance Monitoring Manager when issue will concern many
depts. in organization in the form of Quality Control Instructions. The Maintenance Manager or other HODs will
issue dept. instructions for issues relating to their depts.
2.26 SHIFT / TASK HANDOVER PROCEDURES. [Ref. CAR 145.A.47 (c), 145.70 (a) 12]
2.26.1 PURPOSE.
Aircraft operation will be spread over full day. Hence engineering activities will also be spread in full day. To
cater the flights and maintenance of aircraft manpower will be distributed.
Many times, the maintenance activities / tasks may have to be taken up / continued in more than one
shift. In such situations the maintenance tasks in progress are to be handed over from one group of
personnel to another, which is called as shift handover.
The aim of the handover system is to have a transparency in the work process and to ensure
effective communication system. Shift handover is a formalized process for exchanging information
between outgoing and incoming shift personnel and to ensure continuity in maintenance action between
shifts.
2.26.2 RESPONSIBILITY.
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2.26.2.1 SHIFT IN-CHARGE.

a. Coordinating all scheduled / unscheduled maintenance activities, providing satisfactory arrangements
for continuity of maintenance and taking action where necessary.
b. Reviewing shift handover reports on every shift take over and taking necessary action, planning and co-
ordination of manpower and resources.
c. Compiling a fully documented shift handover log and to perform adequate handover practice at each
shift change or task handover.

2.26.2.2 CERTIFYING STAFF IS RESPONSIBLE FOR.

Keeping the duty Shift In-Charge fully informed of the status of the work.
2.26.3 PROCEDURE.
a. The maintenance activities in any shift shall be carried out under the supervision of a Shift In-Charge detailed
by the Maintenance Manager
b. The Shift In-Charge of the incoming shift will report to the Shift In-Charge of the outgoing shift at least 30
minutes prior to the closure of the shift. This overlap will help enable to take note of the details of work
carried out in that shift, the work planned for the subsequent shift and obtain any clarification from the
previous shift.
c. Shift Log Book which is a serially numbered register with calendar date shall be maintained to record shift
handover tasks. The log book shall be kept in the Shift In-Charge Office. Further, Aircraft register and
station log book with serially numbered are maintained for information related to Aircraft and the station
as applicable.
d. Shift Log Book/station log book (as applicable) should contains work status/manpower status/
Allocation/ tools, equipment status and status of documents/outstanding issues if any.
e. The Shift In-Charges of outgoing and incoming shifts shall sign in the register to mark the handing over
and taking over of shifts.
f. The shift In-Charge should report any difficulty experienced or perceived in respect to the maintenance
work against resources to Maintenance Manager.

NOTE: Current Kan Aero Technics Pvt ltd is a small organization, so shift work/ production is not applicable to
the organization.

2.7 PROCEDURES FOR THE NOTIFICATION OF MAINTENANCE DATA INACCURACIES AND

AMBIGUTIES, TO THE TYPE CERTIFICATE HOLDER. [Ref. CAR 145.A.45, 145.A.70 (a) 12]
2.27.1 POLICY.
Any inaccuracies, incompletion or ambiguities in the information observed during the maintenance regarding
maintenance data (AMM, IPC, SB, SRM, AD) will be intimated by Maintenance personnel to Quality
Manager- for further resolution with Type Certificate Holder/OEM/Authors of the Maintenance Data, so that
the inaccuracies /ambiguities are corrected in the next revision.

2.27.2 RESPONSIBILITY. CMM/Maintenance Manager

2.27.3 PROCEDURE.
a. The maintenance personnel shall immediately inform to Maintenance Manager regarding Maintenance
Data in-accuracy once they come across a discrepancy through maintenance data Discrepancy form.
Maintenance Manager will forward maintenance data Discrepancy form to Quality Manager, who in turn
will inform the originator of the maintenance data with all details of discrepancy by mail/website query
access.
b. Compliance Monitoring Manager in association with Maintenance Manager will discuss the maintenance
data discrepancy with in-house and report to manufacturer representative.
c. Technical officer shall ensure the resolution of the discrepancy, as follows:
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i. Pending action from the manufacturer/Vendor/TC/STC holder, circular will be issued to notify all
maintenance personnel of the existing discrepancy in the maintenance data (if sufficient justification
to the effect thereof is available).
ii. Technical Officer shall ensure that there is no impact on the on-going maintenance check due to
existing ambiguity by ensuring an effective and speedy resolution of the ambiguity.
iii. CMM/Maintenance Manager shall contact the aircraft/engine manufacturer/OEM and get the
relevant information to resolve the discrepancy/ambiguity. After receiving the corrective action from
the manufacturer/Vendor/TC/STC holder, Technical Officer should be intimated regarding the
maintenance data correction for ensuring that it is included in the next revision.
iv. If the errors have not been rectified in the subsequent revision Technical Officer shall
notify the manufacturer/Vendor/TC/STC holder immediately.
v. There shall be a record-maintained ATA Chapter wise by the Technical Officer for all such discrepancies
raised until the type certificate holder/author of the maintenance data amends the data.
vi. The Technical Officer shall circulate the amended maintenance data to all concerned.

2.27.4 PROCEDURE TO MODIFY MAINTENANCE INSTRUCTION. [CAR 145.45(d)]

Kan Aero Technics certifying personnel are advised to follow the maintenance procedures while carrying out the
maintenance task. However, the certifying staff/ maintenance staff are encouraged to come forward to suggest
improvement in any of the maintenance procedures for systemic modification of such procedures. A standard
format is used by the maintenance personnel suggesting modification of maintenance instructions. The filled
format shall be forwarded to the maintenance manager for consideration. A team consisting of maintenance
manager, Compliance Monitoring Manager and technical officer shall thoroughly study the suggestions and
come out with clear understanding of the benefit of the suggested modifications. Compliance Monitoring
Manager shall verify it through practical demonstration by the support staff the benefits of the modified
instructions in terms of ease of maintenance or improvement of maintenance standard, time and/or safety. The
detailed report of such a benefit along with suggested changes in the maintenance instruction shall be
forwarded to the TC Holder for consideration. Kan Aero Technics shall implement such a modified instruction
only after receiving the written confirmation from OEM only. The revised instruction shall be in effect only after
the respective publications are revised by the manufacturer.
NOTE: Any modification of the maintenance instructions linked to CDCCL (Critical Design Configuration Control
Limitations) constitutes an aircraft modification that should be approved in accordance with CAR 21.

2.28 PROCEDURE PLANNING AND ORGANISING OF MAINTENANCE ACTIVITIES. [Ref. CAR 145.A.47,
145.A.70 (a) 12]
2.28.1 GENERAL.
This section describes the production planning procedures based on aircraft maintenance requirements.
Role of planning is the process of forecasting and projecting an end result it will be planning responsibility to
plan to bridge the end result. Timely delivery of goods and services by efficient use of resources can only
achieved by planning.

2.28.2 RESPONSIBILITY. Planning - To plan and arrange resources

2.28.3 PROCEDURES.
a. Based on the aircraft maintenance requirement, CAMO will issue the work order which will contain the
details of work to be undertaken & will be identified with specific Work Order(s). The work package
may contain AMP tasks/Schedules/Task card of AMM, Mods / SB’s to be complied & replacement of
components, if any.
b. CAMO will coordinate with respective Maintenance Manager for execution of allocated tasks.
c. CMM AMO will ensure that all completed maintenance work records are sent to CAMO for further
action.
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d. Maintenance Manager shall take into account Logistics, Inventory control, facility, man-hours
estimation, man-hour availability, hangar availability if required, environmental conditions, coordination
with internal /external suppliers and scheduling of critical maintenance tasks as applicable.
e. Scheduling of critical maintenance tasks related to safety should be done in the beginning day when staff
are likely to be most alert and should be avoided as far as possible during the night shift to take into
account human performance limitations. However, if it becomes necessary to carry out critical
maintenance tasks during night due to time constraint, such tasks shall be performed in the beginning.
f. The AMP Task Planning & performance flowchart as mentioned below: -

AMP TASK-PLANNING, PERFORMANCE FLOW CHART.

The purpose of the policy and procedures described below is to establish the method by which Aircraft
Maintenance Programme tasks are managed by Kan Aero Technics. Below a flow chart of the work
order processing from CAMO to CAR145 AMO and the performance of maintenance by the AMO is
listed.

CAMO Planning and Tracking System

(Due item list/unscheduled)

CAMO, Issue Work Order with complete work

package
Final verification, closing and Record

CAR 145 QC Make entry in work order

register.

Respective Maintenance Manager

for Tasks performed and Certification

Additional
Items? Yes

No

After work performed, CAR 145 QM verify work

package and return to CAMO for final closing & record

2.28.4. REFERENCES: MOE 2.22

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2.29 AIRWORTHINESS REVIEW PROCEDURES AND RECORDS.

2.30 FABRICATION OF PARTS.
2.31 PROCEDURE FOR COMPONENT MAINTENANCE UNDER AIRCRAFT OR ENGINE RATING.
2.32 MAINTENANCE AWAY FROM APPROVED LOCATION.
2.33 PROCEDURE FOR ASSESSMENT OF WORK SCOPE AS LINE OR BASE MAINTENANCE.

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