airworthiness consultative committee · direct access to the design organizations’ library . ......

Airworthiness Consultative Committee

22 May 2014 Dubai, U.A.E.

Airworthiness Experience, Challenges and Solutions

Presentation by Hatem Dibian

Manager Air Operators and CAMO

Breakdown of the presentation

• Introduction and statistics

• Challenges

• Solutions

Introduction

The GCAA has taken the initiative to understand the challenges Industry faces and the Authority’s willingness to have an open dialogue in order that those challenges are met and resolved in an efficient and safe manner. This is normally achieved by having regular conferences, meetings and seminars of which this is one.

Overview of Airworthiness CAR M Activities

0

20

40

60

80

100

20112012

2013

92 95 97 45 40 47

85 78 83

Initial Approvals per year

CORs Issued Deregistrations COAs Issued


050

100150200250300350

20112012

2013

80 70

58

278 334

237


Flight Permits Manuals Approved


0

50

100

150

200

250

20122013

78 83

243

Airworthiness Review Certificate

ARC Issuances ARC Endorsements

05

1015202530

Local CAMOs

Foreign CAMOs

30

6

Current GCAA Approved CAMOs


Total Number of Aircraft Registered in the U.A.E.

520540

560

580

600

620

640

660

680

700

20112012

2013

589 644 694

Overview of Airworthiness CAR 145 Activities

23.524

24.525

25.526

26.527

27.528

20112012

2013

28

26

25

Initial Approval of Local and Foreign AMOs per year

Overview of Airworthiness Engineering Activities

0102030405060

70

20112012

2013

10 18

8

60 65

49


Minor Modifications Major Modifications


05

10152025303540

20112012

2013

2 9

7

9 2

38


Design Organisations Approved TCVs


05

1015202530

Design Organisations

Production Organisations

30

2

Current GCAA Approved Engineering Organisations

Audits Performed by Airworthiness

0

50

100

150

200

250

20112012

2013

32 26

16

175 213

152

Foreign Audits performed Local Audits performed

Total No. of Airworthiness Inspectors

0

5

10

15

20

25

20112012

2013

15 16 24

Challenges Challenges are being presented on a daily basis

Industry look at the regulator for advise and means of resolving these challenges

The authority shall produce regulations to meet these challenges

Industry shall produce procedures and processes to comply with the regulations

However, only by both the authority and industry communication in a very transparent manner those challenges can be resolved effectively.

Manpower

Extensive use of Technology: E archiving E Services ( list all services) E-auditing :Q pulse system ( Introduction of the I pads) E- Reporting : Reporting of Safety Incidents (ROSI)

Manpower Direct deliveries procedures with Boeing, Airbus and

Embraer, where in2013: Total aircraft deliveries: 97 Direct deliveries: 52 ( Boeing 25 and Airbus 27) Phased implementation of CAR M Subpart I Privileges MOU with other GCC authorities (Bahrain and Kuwait

CAA regarding 145)

Audit Standardization

Risk assessment and performance based audits

Targeted Audits on some organizations

Proper plan for the audits and effectively use of manpower available

Internal audits on audits performed, ROSI and E services

Internal Workshops

SMS implementation

Working closely with the industry by conducting meetings with each organization

Combined audits with Flight Operations Inspectors’ training Encourage Organizations to set simple, reasonable and

achievable targets Starting 1st of June the Airworthiness department has a

new approach which is based on the risk assessment of the operators, the first phase outcome will be the frequency of the audits, second will be area of the audits and the third phase will be the number of inspectors conducting the audits

New technology

Type Certificate Validation process Participation in the MRB meetings Participation in the meeting organized by the Type

Certificate issuing authorities ( A 380 yearly meeting organized by EASA)

Working with the operators for easy fleet induction program

Alignment with EASA regulations to streamline the processes

Direct access to the Design organizations’ Library

Post Holders

Thorough interview with all applicants

Two yearly approval process, where the GCAA has the right to withdraw the approval

Post Holders (existing and new) training course organized by the GCAA (

Post Holders Training including the Accountable Managers ( first day only)

CAR M Update Yousuf Al Azizi

Senior Airworthiness Inspector

CAR M Update

Objective : To update the industry on GCAA activities and system changes in the following areas

Regulation & Publication amendments

CAR M - 2014

ICAO Audit


- In order to harmonize and standardize our existing regulations and procedures to the latest standards and to the best industry practices, the Airworthiness department are in the process of updating \ amending the following regulations :

CAR MEL & CAAP 48 : MMEL \ MEL Policy & Procedures

CAR V Chapter 1 & CAAP 58 : Registration of Aircraft

CAR X & CAAP 50 : Safety Management System Requirements


CAR MMEL/MEL & CAAP 48 MMEL \MEL - Policy & Procedures : Both existing MEL CAR & CAAP 48 have been recently merged together

to form one document under new CAR – MEL .

NPA will be published by end of June 14. Period of NPA : TBD

Highlight of major changes :

o Part B ( Alleviation Document ) will be published through GCAA form. This will facilitate update by Flight Ops whenever CAR OPS 1 & 3 are amended.

o Alignment to maximum with new AIR OPS regulation from EU.


o Introduction of privileges for direct approval by Operator without GCAA approval (limited ).

o RIE provision for MEL categories ( B,C & D ). Harmonized Up to 100 % ONE TIME EXTENSION ONLY.

o The new regulation will impose to have all procedures and controls related to MEL in the MEL preamble such as RIE & Placarding. This will ensure that the end user of MEL can easily consult them when he is referring to the MEL.

NOTE : The GCAA are in the process to assign GCAA Flight Ops as focal point of MEL approvals.

CAR V Chapter 1 & CAAP 58 : Registration of Aircraft:


New paragraph on Reservation of Registration Mark and Mode S Code The Reservation of aircraft registration mark and Mode S Code are valid for 12 months from its date of issue, if not used. New paragraph on Replacement of aircraft Certificate The holder of a UAE aircraft Certificate shall apply for a replacement Certificate if the Certificate is: Lost, stolen, destroyed , damaged or any other reason acceptable.

o Note: The applicant for a replacement Certificate shall submit a request to

the GCAA with payment of the applicable fee and where applicable, the damaged certificate shall be returned to the GCAA

Main highlights & changes

Both existing CAR V & CAAP 58 for aircraft registration requirements have been merged together to form one document under new CAR V Chapter 1.

NPA is expected between June & July

GCAA on-line application and original signed application form are

compulsory to be submitted.

E-Services applications related to aircraft registration are not available for flying schools and clubs. The GCAA will serve notice in advance when such services are available on-line for those entities.

The Original Notarized POA shall be presented and copy shall be retained by GCAA. If POA is not available, owner or representative may provide an equivalent document as evidence of authorization.

The POA or it’s equivalent shall include an expiry date. If expiry date is not stated and POA is older than 3 years, the owner need to certify in writing that POA is still valid.

In addition to the above information, the AW inspector may request photocopy of passport copy of signatory parties associated to the submitted aircraft documentation

Regulation & Publication amendments CAR V Chapter 1 & CAAP 58 : Registration of Aircraft:


CAR X & CAAP 50 : Safety Management System Requirements:

Both existing CAR X & CAAP 50 for SMS requirements have been merged together to form one document under new CAR X.

NPA date TBD.

Main Highlights & Changes: More in line with Annex 19. The merge of both documents has an elaborated structure including AMC

and GM. Quality Assurance replaced by Compliance Monitoring without change to

the accountabilities, role, and function. Additional Guidance material for SPM & Additional examples of SPI.

CAR M 2014

Flight Permit – E Service

ARC 15 b Endorsement

Continuation… Regulation amendment

Post Holder Training 4 courses have been completed. More than 60 post holders from different fields have attended the

training. Upcoming training is being scheduled and date will be announced to

the applicants by GCAA Training Department.

ICAO Audit

GCAA will be subject to ICAO audit .

Audit date : 29th October 2014

Airworthiness engagement with the ICAO audit.

Industry visit will be carried by the ICAO team. The intention of this visit is to only verify GCAA surveillance over the industry.

The selected organization will be informed a head of time.

ACC Meeting What We Need From You…

22 May 2014 Warren Storey

33

What We Need From You…

Reason for this refresher: Quality Systems • Importance of having a robust Quality Systems • Getting the most out of audits • Understanding what goes on in your organisation ROSI System • Meeting our State ICAO obligations • Getting the most out of our reporting systems • Investigating properly to improve overall safety

What We Need From You… Quality Systems

What we expect to see in a Quality System: • Accountable Manager and Quality Manager • Quality and Safety Policy • Exposition and procedures • Audit calendar/plan/schedule* • Audit accomplishment and reporting procedures* • Non-conformity reporting and closure* • Internal review of proposed changes/contracts etc.* • Management Evaluation Meeting and review of

organisation performance


Annual Audit Calendar/Plan/Schedule: • Must cover all parts of CAR M, 145 or 21 approval • Must cover all aspects of each approval

– Line/Base/Workshops, including out of hours audits – Each type in service with an operator/maintained – Each Product line manufactured – Significant contractors – ALL sub-contractors – Pre-audits of changes to organisation

• Doesn’t have to run 01 Jan to 31 December • Audit plan should be defined in the Exposition • Audits can be re-scheduled • Plan should record when accomplished & closed


Content of Audit Reports: • A check list showing what was planned and what

was actually looked at, good and bad • Evidence to support the report, especially in areas

where findings have been recorded • Findings must be raised for non-conformances with

GCAA requirements and/or Company procedures • Findings should be properly leveled; review

classifications given to assure correct application • Findings should look to address organisational

issues, not “lids left off grease tins”


Management and Closure of Findings: • Findings should be addressed to the department

manager responsible for the functional area • That manager should carry out ‘Root Cause’ analysis • The finding response should include ‘corrective’ and

‘preventive’ actions • Findings responses should not be accepted if:

– They do not properly identify the root cause – They do not include preventive measures – They don’t correct organisational issues

• Carry out follow up/verification audits to confirm

• What was the event

• What do you see happening

• What are the specific symptoms

• How widespread is the problem

• How long has the problem existed

• What is the impact of the problem

• What sequence of events leads to the problem

• What conditions allow the problem to occur

• Ask Why often enough; “5 Whys”

• Why do the causal factors exist

• What is the real reason that the problem occurred

• How can you prevent it happening again

• How will the solution be implemented

• Will the solution adversely affect anything else


Root Cause Analysis Define The

Problem Collect Data

Identify Possible Causal Factors

Identify The Root Cause

Recommend And

Implement solutions


Internal Review of Proposed Changes/Contracts: • Quality Manager should be aware of and involved in

organisational changes from an early stage • New locations/facilities must be audited prior to

them being occupied, and ahead of the GCAA visit • Changes to procedures and contracting

arrangements should be reviewed/audited by the QA Department to ensure they remain in compliance with regulations, prior to adopting them or proposing them to the GCAA


Getting The Most Out Of The Quality System:

• Don’t waste the effort put into audits by not recording them properly

• Don’t waste the effort you put into audits by accepting sub-standard responses or not following up

• Don’t waste the effort we all put into GCAA audits by providing sub-standard responses

• Manage change

• Inform and involve the Accountable Manager

What We Need From You… Reporting Of Safety Incidents

ICAO Annex 13 CHAPTER 8 ACCIDENT PREVENTION MEASURES Incident reporting systems • 8.1 A State shall establish a mandatory incident reporting

system to facilitate collection of information on actual or potential safety deficiencies. – A State should, following the identification of preventive actions

required to address actual or potential safety deficiencies, implement these actions and establish a process to monitor implementation and effectiveness of the responses.

– If a State, in the analysis of the information contained in its database, identifies safety matters considered to be of interest to other States, that State should forward such safety information to them as soon as possible.


What Do We Need To Achieve An Effective Outcome

ROSI System

VORSI System

Information Information Information


What You Need To Report • Operational incidents, failures, malfunctions, defects or

exceedances that did (could) result in an unsafe condition • Products, parts and appliances of unknown or suspect

origin (Suspect Unapproved Parts) • Incidents involving dangerous goods • Ground Handling Events including loading errors • Disruptive passenger Who Do You Report Too • GCAA ROSI System • The operator of the aircraft • The TC/STC/TSO Holder/manufacturer


What do we need to know… • What actually happened

– Get the full story from the crew/engineer/CAW staff member/handler who reported the incident?

– What maintenance was carried out? – What were the prevailing conditions? – What does the FDR data say?

• What actually went wrong – Did we miss some scheduled/required maintenance? – Did a component or system fail? – Has the component workshop been informed that the unit(s) is subject to a

safety incident report? Have they been provided with details? – Could any other aircraft/component be affected?

• Why it went wrong – Have you carried out a MEDA Investigation? – Have you asked WHY enough?


A320 Nose Landing Gear didn’t retract on take off

One of the weight on wheels proximity switch targets was damaged and out of adjustment

Switch was replaced prior to the flight but aircraft was not jacked to carry out an operational test

The aircraft was away from base, hangar access was difficult, equipment was scarce, and the maintenance instructions were ambiguous

The single engineer sent to fix the aircraft was under pressure to release it to service

• Organisation failed to properly resource the mission, compromising safety • Manufacturers data is incorrect and pressure meant it was not picked up

Why?

Why?

Why?

Why? MEDA

Why?

What We Need From You…

Thank You

Risk Profiling Khalid Saud Al Humaidan

Inspector – Engineering Safety

State Safety Oversight System

Primary Aviation Legislation

Specific Operating Regulations

State System & Functions

Qualified Technical Personnel

Technical guidance, tools and provision of

safety-critical information

Licensing, Certification,

authorization and/or approval obligations

Surveillance Obligations

Resolution of Safety Issues

Planning Inspections /

Audits

Conducting Inspections /

Audits

Resolution of findings by

implementing corrective/preventative measures

Monitoring Trends

Surveillance Obligation

Conventional Surveillance Process

• Consistent • Equally applied on all Service Providers • Captures all Service Provider processes/procedures • Well known and implemented by Auditors

BUT …

• Not Dynamic • Does not cater for a mechanism for customizing the frequency and

scope of surveillance activities • Might affect resources allocation • Might not capture impending safety issues due to area of focus

Surveillance Obligation

Conventional Surveillance Process

Dynamic approach Calibrates audit scope and frequency Prioritize audits Identify areas of safety concern Based on Safety Performance Risk driven Identify Service Provider risk exposure Outcome more productive for Service Providers

Organization Risk Profile • GCAA aims in introducing set of processes towards prioritizing

audits and inspections on those areas of greater safety concern in organizations regulated by the Airworthiness Department.

• This risk based surveillance concept will facilitate resource

allocation according to areas/organizations with greater risk.

Organization Risk Profile

How it Works .. ? Map service provider system

Identify critical parameters

Asses service provider specific parameters performance

Parameters aggregated results will allocate a specific category for

the service provider. For example, Category A, B, C etc..

Aggregated parameters result will be used to modify audit frequency

Specific parameters results will be used to modify audit scope ORP assessment should overlook the service provider system

and actively identify levels of risk within the organization


Example …

Organization Risk Parameter: Management Structure Risk Level / Profile: 1. Each NPH holds only 1 position (Low Risk) – Score level 1

2. 1 NPH holds 2 positions, all others hold 1 position (Med Risk) – Score

level 2

3. More than 2 NPH’s hold more than 2 positions (High Risk) – Score level

3


Example …

Organization Risk Parameter: Multiplicity of aircraft types Risk Level / Profile: 1. < 3 aircraft types (Low Risk) – Score level 1

2. 3 to 5 aircraft types (Med Risk) – Score level 2

3. > 5 aircraft types(High Risk) – Score level 3


Audit Frequency Modifier (NOT FINAL. EXAMPLE ONLY)

Category ORP Assessment Score Audit Frequency

A < 45 (Most Desirable, indicates organizational percentage score

is above 88%)

24 Months

B 45 - 54 12 Months

C 54– 63 9 Months

D 63 – 72 6 Months

E > 72 (Least Desirable, indicates organizational percentage score

is less than 50%)

Immediate intervention from Principal Inspector is required as the ORP

assessment may indicate an organizational concern which must be

addressed within a suitable timeframe.


GCAA Phased Approach in Implementing ORP

Stage Action Implementation

1 Modify audit frequency June 2014

2 Modify audit strength in terms of resources deployment in addition to stage 1 action

TBD

3 Modify audit scope the scope of the audit in addition to stage 1 and 2 actions

TBD

Questions ….. ?

Mandatory Carriage of GNSS Equipment, ADS-B and Mode S Transponders in UAE

Airspace. 22 May 2014

Content

• Objectives

• UAE PBN Plan

• Airspace Study Recommendation

• Equipage Requirements

• Requirements and Timelines.

Objectives of the Proposal

Ensure the Navigation and Surveillance requirements of the UAE Airspace Plan can be met by the aircraft using the airspace. Provide a timetable for adherence by airlines, both locally based and foreign operators Comply with the requirements of the UAE PBN Plan Comply with the requirements of the UAE ATM Strategic Plan Involve Military “Transport” type aircraft in the process.

ICAO and UAE Airspace Plans The ICAO ASBU ,UAE PBN Plan and the UAE Airspace study all recognize that the future ATM system within the UAE FIR requires PBN at an advanced RNP capability to meet anticipated traffic levels

ASBU Process Performance area 3: Global Collaborative ATM

Enhanced En Route Trajectories- Free routing Interval Management

Performance area 4: Efficient Flight Path CDO CCO

PBN Plan requires En-route RNAV 1 medium term and Advanced RNP for the long term Terminal RNAV 1 medium term and Advanced RNP for the long term Approach – RNP APCH with VNAV as backup to ILS - GBAS long term.

Airspace Study Recommendations Amongst the 15 key recommendations were the following related to airspace management.

• Base Airspace access on a “Best Capable- Best Served” basis

• Increase airport throughput and capacity through application of best practice procedures

• Arrival and departure procedures reflect optimised (continuous) climb and descent profiles

• Develop a comprehensive airspace plan accommodating transition to full PBN environment

– 2015: RNAV 1 for major terminal area operations

– 2020: Airways RNAV 1 and initial Advanced RNP for En-route and Terminal operations

– 2030: Advanced RNP basis for all enroute and terminal operations.

Various Mandate Exceptions

The Mandate will not apply to the following aircraft:

State aircraft with the exception of those considered as “Transport Type” aircraft, Model aircraft, Foot launched flying machines, Captive balloons, kites, parachutes, Aircraft, including gliders with MTOM of less than 500kg, Microlights used for non commercial purposes, or used in uncontrolled airspace.

Avionic Equipage Requirements The carriage of GNSS, Transponder Mode S SSR, and ADS-B Out equipment for aircraft operating flight in UAE IFR for transition to satellite based aircraft CNS technology in support of the future ATM system for the UAE. Rule changes relate to: Part IV: CAR OPS 1 and CAR OPS 3

Requirements and Timelines The GNSS requirements relate to operations under IFR or within Controlled Airspace.

• An operator shall not operate after 07 December 2017 an aircraft or helicopter, operating under IFR or within controlled airspace, with an individual Certificate of airworthiness first issued before 08 January 2015 unless it is equipped with GNSS equipment having the capabilities set out in AMC1 to CAR-OPS 1/3.653(a) and (b).

• An operator shall not operate an aircraft or helicopter, operating under IFR or within controlled airspace, with an individual Certificate of airworthiness first issued on or after 08 January 2015 unless it is equipped with GNSS equipment having the capabilities set out in AMC1 to CAR-OPS 1/3.653(a) and (b).

Requirements and Timelines

The Mode S SSR Transponder requirements relate to operations under IFR or within Controlled Airspace

Mode S: • Aircraft (with an individual certificate of airworthiness first issued on or after 8

January 2015) operating flights under IFR or within controlled airspace are equipped with secondary surveillance radar transponders having the capabilities set out in Part 1 of AMC1 to CAR-OPS 1/3.866;

• Aircraft with a maximum certified take-off mass exceeding 5 700 kg or having a maximum cruising true airspeed capability greater than 250 knots, operating flights under IFR or within controlled airspace with an individual certificate of airworthiness first issued on or after 8 January 2015 are equipped with secondary surveillance radar transponders having, in addition to the capabilities set out in Part 1 of AMC1 to CAR-OPS 1/3.866, the capabilities set out in Part 2 of AMC1 to CAR-OPS 1/3.866;


Mode S continued

• fixed wing aircraft with a maximum certified take-off mass exceeding 5 700 kg or having a maximum cruising true airspeed capability greater than 250 knots, operating flights under IFR or within controlled airspace, with an individual certificate of airworthiness first issued on or after 8 January 2015 are equipped with secondary surveillance radar transponders having, in addition to the capabilities set out in Part 1 of AMC1 to CAR-OPS 1/3.866, the capabilities set out in Part 2 and 3 of AMC1/3 to CAR-OPS 1.866.

• For the above categories of aircraft or helicopter, when the CoA was issued prior to 8 January 2015, the requirements shall be met by 7 December 2017


The ADS-B OUT Capability Requirements for Operations under IFR or Within Controlled Airspace.

• An operator shall not operate, after 07 December 2017, an aircraft/ helicopter, operating flights under IFR or within controlled airspace, with an individual Certificate of airworthiness first issued before 08 January 2015 unless it is ADS-B OUT capable as per the specifications set out in AMC1 to CAR-OPS 1/3.867(a) and (b).

• An operator shall not operate an aircraft/helicopter, operating flights under IFR or within controlled airspace, with an individual Certificate of airworthiness first issued on or after 08 January 2015 unless it is ADS-B OUT capable as per the specifications set out in AMC1 to CAR-OPS 1/3.867(a) and (b).

• An operator shall not operate flights under IFR or within controlled airspace an aircraft/helicopter ADS-B OUT equipped in accordance with the above paragraphs unless ADS-B OUT capability is serviceable.

ADS-B Coverage in the UAE

Mandates and Timelines

• Transport Type State Aircraft: • Mandate 7—Transport type State aircraft, as defined in the mandate,

requiring to fly in controlled airspace shall be equipped with GNSS, Mode S and ADS-B by the dates specified in the Mandate. (New aircraft from 08 January 2015 and existing aircraft from 07 December 2017.

Questions ?

• Thank you for your time and attention

Airworthiness Consultative Committee

(ACC) Meeting

CAR 21 Presentation

Zahid Munawar Manager Engineering Safety

Topics

Introduction of the Team Portable Electronic Devices Type Acceptance Design Change and Repair Approvals Design Organizations Production Organizations

ACC Meeting - 22 May 2014 74

GCAA Engineering Safety Section – the team

The Section Manager

Zahid Munawar - Manager Engineering Safety

The Technical Specialists

Obaid Soomro – Senior Engineering Inspector – Design Certification

Nasser Jamea - Engineering Inspector – Design Certification

Khalid Humaidan - Engineering Inspector – Production Organizations

Administration

Muna Ahmed

Seema Siddique


Portable Electronic Devices

PEDs may be permitted in critical phases of flight

Flight Operations Inspector (FOI) is the point of contact for such approvals

Engineering Safety Section will provide input to the Flights Operations

New Guideline – CAR OPS 1 and CAR OPS 3 - Temporary Revision 01/2014

New Guideline – Safety Alert 01/2014


UAE Type Acceptance

UAE Type Acceptance is needed for issuance of C of A

Takes Time so plan accordingly

Guidance in CAR 21 AMC and GM, and Information Bulletin 06/2006

List of Type Accepted Models Available on the GCAA website www.gcaa.gov.ae

Application through E Services by aircraft TC holder is the applicant

Fees = AED 400,000 or AED 200,000

There is no fee for aircraft less than 5700 kgs or models covered under grandfather provisions


http://www.gcaa.gov.ae/

How to find the lists


Design Changes and Repairs

Apply through E-Services

CAR 21 AMC & GM and CAAP 66 provide guidance

Fee is AED 550 per hour

STC holders may send the data to the GCAA directly

Plan in advance


Design Organizations

CAR 21 subpart J

CAR 21 AMC & GM for subpart J provides guidance

32 Design Orgs as of April 2014, including 2 from the UAE

List is available on the GCAA website

AED 50,000 per annum

Plan in advance

Paper application - Form available at www.gcaa.gov.ae



Production Organizations

CAR 21 subpart F and G

CAR 21 AMC & GM for subpart F/G provides guidance

Mr. Khalid Al Humaidan – Production Specialist, Email [email protected]

Plan in advance

Paper application - available at www.gcaa.gov.ae


mailto:[email protected]


Questions &

Any Additional Engineering Safety Discussion Points


AIRWORTHINESS CONSULTATIVE COMMITTEE

CAR 145 PRESENTATION 22nd May 2014 Issa Al Rawahi

22/5/2014

Contents: Proposed amendment on next CAR145 NPA:

Certifying Staff Requirements for organizations located outside UAE (CAR 145.30 (j)Personnel requirements.

“B3” New category introduced to CAR 66. Added Privilege to B2 License. CAR 66.20 & CAR 147.110 - Assessors

• 5/19/2014

22/5/2014

Contents: Issues raised last ACC Meeting: Component Certifying Staff. Outstation Certifying Staff requirement.

22/5/2014

CAR 145.30 (j) Personnel requirements for Line

Maintenance located outside the UAE territory Certifying staff may be qualified in accordance with:

• GCAA CAR 66. • Their national aviation regulation of the state in which the

organization facility is registered

• The national aviation regulations of the State in which the line station is based.

• EASA Part 66 maintenance license (to be added in the next CAR 145.30 NPA)

22/5/2014

CAR 145.30 Personnel requirements Introducing “B3” New category in CAR 66

• Applicable to piston-engine non-pressurized airplanes of 2000kg MTOM and below (CAR66.45, CAR66.3).

• To be added in the next CAR 145 NPA

22/5/2014

Added Privilege to B2 License

• To issue certificates of release to service following minor scheduled line maintenance and simple defect rectification within the limits of tasks specifically endorsed on the certification authorization reference (AMC145.30 (g)).

• The category “B2” license does not include any CAT “A” endorsement.

• To be added in the next CAR 145 NPA

22/5/2014

CAR 66.20 & CAR 147.110 – Assessors • CAR145 organization to establish procedures in the MOE in

regards to assessor’s requirements and qualification (if applicable).

• To be added in the next CAR 145.70 NPA

22/5/2014

Component Certifying Staff What do they require? holder of GCAA CAR 66 basic license, or a holder of a

relevant technical degree, or a holder of a recognized technical training certificate,

Can demonstrate sufficient experience on the intended component maintenance that meets the standards of CAR145,

22/5/2014

Successfully completed the relevant

component maintenance training, and Shall be conversant with the applicable GCAA

regulations.

22/5/2014

Do the outstation Certifying Staff required to Have EASA or GCAA License?

22/5/2014

Thank You

22/5/2014

Approved Data versus Acceptable Repair Data

May 2014

CAAP 66 Approval / Acceptance of Changes & Repairs

7. APPROVAL OF CHANGES / REPAIRS Changes / repairs for an aircraft registered in the UAE require approval from the GCAA or a UAE design organization authorized for approving such changes / repairs … which includes

…………’Minor changes / repairs approved under EASA, FAA and Transport Canada systems’

The GCAA has stated that a Boeing RDR is not approved data and therefore a CRS can not be issued to a UAE registered aircraft without CAR 21 or GCAA approval

Approved Versus Acceptable

• FAR 14 CFR Part 21 21.93 defines “minor changes’ as those which have no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of the product

• FAA states that the responsibility of determining major and minor classification rest with operator or repair station…..’only major changes to FAA-approved technical data require FAA approval…(AC120-77)

Approved Versus Acceptable

• EASA accepts data in support of minor repairs when…

• The FAA is the authority for the state of design for the repair design data

• The repair design data has been provided by a US TC/STC or TSOA holder

• …in these circumstances repair design data are considered to be EASA – approved following its approval or acceptance under FAA’s system

Boeing Service Letter 737-SL-00-022-D

• Clarifies approval process • Details that Boeing is a Delegated Compliance

Organization (BDCO) • Compliance with regulations is determined by

Authorized Representatives (AR’s) of the BDCO (role previously held by FAA DER’s) – Boeing can now issue 8100-9

• SL states that RDR is considered as approved data by EASA and acceptable data by the FAA

Approved Versus Acceptable References

• ED Decision 2004/004/CF • Advisory Circular 120-77 • 14 CFR Part 21 • Technical Implementation Procedures for

Agreement between the USA and the EU on Cooperation in the regulation of Civil Aviation Safety dated may 2011

Adoption of Regulation

flydubai would like the GCAA to either.. Accept that the RDR represents a minor change or alteration per FAA guidelines and needs no further approval or.. Accept the EASA position that the RDR is approved data

Thank you

EASA Part-TCO (Third Country operators) GCAA ACCM 22 May 2014

TCO Requirements Basic Regulation (EC) 216/2008

Article 9 – Aircraft used by a third-country operator into, within or

out of the Community

shall comply with ICAO Standards

shall comply with EU Essential Requirements in the absence of

ICAO standards

Use shall be made of USOAP and other recognized safety

information (IASA, ramp checks, …)

Commercial Operators’ capability recognized by an authorization

TCO Requirements Basic Regulation (EC) 216/2008

Article 23 – Third country operators

EASA is the competent authority

To conduct investigations and audits

To issue, renew, suspend or revoke authorizations for

commercial operations

To receive declarations for non-commercial operations

To oversee declared non-commercial operators of complex

aircraft

TCO Requirements

Basic Regulation (EC) 216/2008

Regulation (EC) No 216/2008 requires that a European Aviation

Safety Agency issues authorizations and continuously monitors

authorizations that it has issued.

The authorization is one prerequisite in the process of obtaining

an operating permit or equivalent document from the respective

EU Member State under existing Air Service Agreements

between EU Member States and third countries.

TCO Requirements

06 May 2014, Publication of Commission Regulation

(EU) No 452/2014 of 29 April 2014 laying down

technical requirements and administrative procedures

related to air operations of third country operators

pursuant to Regulation (EC) No 216/2008 of the

European Parliament and of the Council.

Effective 26 Mai 2014

COMMISSION REGULATION (EU) No 452/2014 Authorizations

EASA TCO will only take over the safety-related part of foreign operator

assessment.

Operating permits will continue to be issued by Member States.

EASA will not (and cannot) issue operating permits (commercial traffic rights).

These remain an area of national responsibility. A valid TCO authorization will

be a mandatory prerequisite, in the absence of which an operating permit

cannot be issued by a Member State.

Note: During the transition period Member States are still entitled to

perform safety assessments on those operators which have not yet been

processed by EASA under Part-TCO.

COMMISSION REGULATION (EU) No 452/2014

Effective date: 26 may 2014;

All operators currently operating to the EU will be given 6 months to

file their TCO application with EASA, following the entry-into-force of

Part-TCO.

However, operators are encouraged to file their application as soon as

possible.

A 30-months transition period will ensure that air traffic will not be

disrupted.

(EU) No 452/2014 Application

TCO application form

Application for Third Country Operators Authorization will be made available on EASA

website after 26 May 2014 under the number is FO.TCO.00160-001.

The form can be sent by:

· by email to [email protected];

· by fax to +49 (0)221 89990 4461; or

· by regular mail to the following address:

European Aviation Safety Agency

Applications and Procurement Services Department

Postfach 10 12 53 D-50452

Köln, Germany

Meanwhile, EASA will create a web access for each operator after effective date of

Part-TCO (26 May 2014)

COMMISSION REGULATION (EU) No 452/2014 Authorization process

The process of authorization of third country operators should

be simple, proportionate, cost effective, efficient and take

account of the results of the ICAO Universal Safety Oversight

Audit Program, ramp inspections and other recognized

information on safety aspects with regard to third country

operators.

COMMISSION REGULATION (EU) No 452/2014 Level of Scrutiny

Level of scrutiny applied in the TCO assessment to determine which

applicants qualify for a straight-forward desktop review depends on:

Safety information available for the State of Operator (USAOP, IASAP);

Safety information available for the operator; e.g. poor results stemming

from the SAFA inspection program, a worrying accident record or credible

whistle-blower information may warrant EASA to perform a more in-depth

review.

COMMISSION REGULATION (EU) No 452/2014 TCO.110 Mitigating measures

When the State of operator or the State of registry have notified

differences to ICAO standards that have been identified by the Agency

in accordance with ART.200(d) in Part-ART, the third country operator

may propose mitigating measures to establish compliance with Part-

TCO.

The third country operator shall demonstrate to the Agency that these

measures ensure an equivalent level of safety to that achieved by the

standard to which differences have been notified.

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