NOTICE OF PROPOSED RULE MAKING DGTA 03-08

MAINTENANCE REGULATORY FRAMEWORK REGULATIONS 4 AND 5,

ASSOCIATED GUIDANCE AND GLOSSARY DEFINITIONS

INTRODUCTION

Applicability

1. This NPRM is applicable to all Service and commercial organisations involved in the management of maintenance sewices, or the conduct of maintenance of State Aircraft and/or Aeronautical Product.

Purpose

2. The purpose of this NPRM is to improve the ADF maintenance regulatory framework contained in AAP 7001.053 (AMI), Technical Airworthiness Management Manual (TAMM), and provides the background and details of the proposed changes.

Background

3. As part of continual improvement, a number of internally and externally generated opportunities for improvement (OFI) have assisted the comprehensive and systematic review of TAMM maintenance regulations and associated guidance. The OF1 have included:

a. feedback from DGTA audits,

b. stakeholder suggestions through publication improvement reports,

c. TAR Position Papers,

d. recommendations from the Sea King Board of Inquiry,

e. repeated Exemptions from specific regulations,

f. inconsistent application of temporary authority in accordance with Regulation 4.1 .I .e(3),

g. clarification required of Maintenance Authorising Body (MAB) roles and responsibilities,

h. insufficient visibility by the TAR with respect to which organisations were conducting maintenance of State Aircrafl and/or Aeronautical Product, and

i. consideration of best practices in civil aviation maintenance organisations.

OVERVIEW OF MAJOR CHANGES

4. TAR Approved Maintenance Organisations. The Technical Ailworthiness Regulator (TAR) requires visibility, to varying levels, of all Service and commercial organisations conducting maintenance of State Aircrafl andlor Aeronautical Product (hereafter maintenance of State Airwaff and/or Aeronautical Product will simply be referred to as 'maintenance'). Under the current maintenance regulatory framework, the TAR does not have visibility, or even knowledge of some organisations conducting maintenance. The current regulations do not require the TAR to be informed of all organisations maintaining State Aircrafl andlor Aeronautical Product, notably when maintenance is conducted under Temporary Authority iaw TAMM Regulation 4.1 .I .e(3).

5. The proposed framework will require all maintenance to be conducted by TAR Approved Maintenance Organisations.

2 6. The TAR approval of maintenance organisations will be controlled by new regulations that specify the requirements that organisations must comply with to conduct maintenance. In the majority of cases, organisations conducting maintenance of State Aircrafl and Aeronautical Product will be Certified Authorised Maintenance Organisations (AMOs), (with little change from the current processes). However, the framework of TAR Approved Maintenance Organisations provides flexibility for organisations to conduct maintenance, without the need to become an AMO. For example, proposed Regulation 4.1.4 caters for organisations that hold accreditation from certain Airworthiness Authorities, and which provide the applicable Authorised Release Certificate for the maintenance performed, to be approved by the TAR to conduct maintenance.

7. Removal of Maintenance Authorising Body (MAB) and introduction of Sponsor. The MAB concept was originally formulated to assist the three services during the introduction of the tri-sewice maintenance regulatory framework. Although the MA6 concept has worked reasonably well, close examination of the MAB's roles and responsibilities reveals that many of these are outside the purview of a technical airworthiness regulator. Indeed Regulations 4 and 5 do not actually define the MA6 nor the roles and responsibilities. The current roles and responsibilities conducted by MABs vary widely. This is neither surprising nor inappropriate considering the organisational differences of the variety of FEGs and SPOs within the ADF. Although these regulations propose the removal of the MAB, there is no proposition that many of the current roles and responsibilities of MABs should not continue, however most of these are of a corporate governance nature, they sometimes include contractual or operational issues, and are oflen an important and appropriate element of command and control requirements. Consideration has also included the principle that the regulator should not dictate or impose business type requirements (such as responsibility for resources) and should generally attempt to minimise regulatory requirements, and restrict these to technical airworthiness requirements.

8. This NPRM proposes the introduction of the title of 'Sponsor' and introduces a framework that better defines the responsibilities through new 'Sponsor' regulations. This Sponsor title also more closely aligns with the sponsor concept utilised within the existing engineering regulations. DGTA-ADF has proposed the framework for Sponsor organisations with consideration, and deliberate intent to minimise impacts to current MABs to transition to their new regulatory role and responsibilities as Sponsors for all organisations conducting, or proposing to conduct maintenance. The framework for Sponsor organisations has been developed with a focus on Technical Airworthiness aspects, and does not mandate Corporate Governance responsibilities of other organisations outside the Technical Airworthiness Regulatory environment.

9. Removal of Accountable Manager (AM). The current TAMM regulation for Accountable Managers having 'Corporate Authority' adds complexity to the command, corporate and technical responsibilities across many Service and commercial organisations. The removal of the AM from the technical airworthiness regulations is in no way considered to dilute the effectiveness of either the maintenance regulations, or the contractual or command chain. From a technical airworthiness regulatory perspective, the need for an AM is not seen as necessary. In an ADF unit, the Senior Maintenance Manager (SMM) will always be responsible to his Commanding Officer for the conduct of maintenance iaw the TAMM, but this is not a technical regulatory requirement, it is an organisational and command responsibility. This NPRM proposes that responsibility for maintenance focuses on the SMM within the organisation, and that the SMM must ensure that maintenance is conducted iaw the TAMM. Therefore, under the ADF maintenance regulatory framework, the SMM is responsible for all maintenance within an AMO. This proposed change does not remove an SMM's responsibilities to his or her chain of command. In a commercial organisation, it is proposed that an analogous situation exists, and the SMM is normally responsible to a higher level of management, or indeed in some circumstances, that responsibility may stop with the SMM.

10. Removal of requirement for Commercial AMOs to be in contract with the Commonwealth. There is no technical airworlhiness regulatory requirement for a commercial organisation seeking AM0 certification to be in contract with the commonwealth. A decision to include technical regulatory requirements in any contract is one of many corporate governance decisions to be made by the relevant Commonwealth contracting authority.

11. Temporary Maintenance Authority. Some inconsistent applications of Temporary Authority under the current TAMM Regulation 4.1 .I .e(3) have led to the need to develop new regulations for Temporary Maintenance Authority (TMA) and also to better define the criteria that Design Acceptance Representatives are required to consider, prior to granting TMA to an organisation to Conduct maintenance. A very minor issue of note is that the TMA term, although commonly used does not currently exist in the regulations.

J 12. Changes to Personnel Requirements. The changes to Personnel Requirements requires AMOS to have sufficient, and competent personnel to plan, perform, supelvise, inspect and certify maintenance, and provides greater clarification and improved flexibility for the titles for applicable positions as defined in an AM0 maintenance management system.

13. Other TAR Approvals. The proposed new Regulation 4.1.5, Other TAR Approvals, replaces the previous Exclusion regulation and provides the ability for an organisation to be granted approval to conduct maintenance when the resources required to certify the organisation are excessive, compared to the level of risk associated with the maintenance being performed. Any exclusion that has been granted by DGTA previously, has ahrvays had some degree of review, and has been approved on the basis of that assessment. So in many ways, the 'exclusion' process is better defined as an approval process. The new approval (previously exclusion) process is based on an assessment of the organisation's maintenance management system commensurate with the level of risk associated with the maintenance being conducted. Of note, the system could be either more or less rigorous than the TAMM.

Overview of other proposed changes

14. An overview of other proposed changes is provided in annex A. The amendments proposed to TAMM Section 1 Chapters 1 and 3 are contained in annexes B and C respectively. Amendments to TAMM Regulation 4, Regulation 5, Section 4 Chapters 1 and 2 are contained at annexes D through G respectively. Changes to TAMM Glossary definitions are provided in annex H.

15. Readers are advised that NPRM 02-08 advised of proposed changes to Regulation 3.5.15 Instructions for Continuing Aimorthiness, and Regulation 5.1.6 Independent Maintenance Inspections. The changes to Regulation 3.5.15 and Regulation 5.1.6, based on responses received from NPRM 02-08, are incorporated in TAMM Amendment List (AL)2.

Transition

16. The transition activities required to achieve compliance with the proposed changes to the ADF maintenance regulatory framework will vary between Selvice and commercial organisations maintaining State Aircrafl andlor Aeronautical Product. Service organisations would be expected to transition to the impending regulatory changes, whereas certain commercial organisations that are contracted against previous Amendment Lists or issues of the TAMM will continue to be bound by that version of the TAMM until the contract expires. Some commercial organisations may elect to amend their Maintenance Management System to comply with the latest TAMM maintenance regulations, or some may request a contract change proposal to approve the AM0 transition to the proposed new maintenance regulations.

17. Project offices in the acquisition or through life support phases should remain wgnisant of these changes as compliance will be a consideration for service release and in-service management.

18. Transition plans may be useful in managing the scope of activities and tasks to achieve a successful shift to the new maintenance regulatory framework, regulations and associated guidance. Service and commercial organisations are encouraged to liaise with DGTA-ADF throughout transition activities. There is no requirement for DGTA-ADF to endorse DMO, Selvice or commercial organisations' transition plans.

HOW TO SUBMIT COMMENTS ON THIS NPRM

Format

1 9 Comments to the NPRM are to be submitted electronicallv usina the NPRM Comment Sheet as ~- ~~ ~ - ~~ ~ ~

published on http:llwww.defence.gov.auldgtalNPRM.htm. 6ommeks are to be e-mailed to DGTANPRM@defence.oov.au. Hardcopies of the NPRM Comment Sheet are not required.

Content

20. Comments on this NPRM are requested be tailored to consider specific feedback on:

a. each area of the changes to the maintenance regulation framework,

b. the understanding of the intent of the change,

c. the wording used in regulations to convey the intent,

d. the measures necessary to achieve compliance, and

e. the timeframes provided to achieve compliance

Resource Implications

21. It is very clear that all airworthiness requirements, including regulations, place resource costs on those organisations required to comply. The level of safety applied to any aircrafl must be affordable, given that organisations do not have unlimled resources to apply to the aiiworthiness management system. DGTA relies on the NPRM process to provide feedback on the resource cost of new regulations or changes to existing regulations. All organisations are invited to consider the anticipated resource impact of this NPRM as part of their overall response to this NPRM.

Timing

22. Comments to NPRM DGTA 03-08 are to be received by close of business 12 Dec 08.

Additional Information

23. Additional information concerning this NPRM is available from the Ofticer-in-Charge of Aircrafl Maintenance Regulation, Lieutenant Colonel Vince Palmeri, Tel: (03) 9256 3361, e-mail vincenzo.~almeric%Ddefence.pov.au.

DISPOSITION OF COMMENTS RECEIVED

24. A Summary of Responses will be prepared and published on http://intranet.defence.gov.au/dgta/ and http://www.defence.gov.au/dgta/NPRM.htm. DGTA-ADF will not individually acknowledge or respond to comments or submissions, however the names of all contributors will be acknowledged in the summary of responses.

Captain (RAN) Director of Aircrafl Maintenance Directorate General Technical Airworthiness - ADF Tel: (03) 9256 3651

13 November 2008

Annexes: A. Overview of propsoed changes to ADF maintenance regualtory framework B. Proposed changes to Section 1 Chapter 1 Regulatory Framework for the Management of

Technical Aiiworthiness

5 C. Proposed changes to Section 1 Chapter 3 Ovewiew of the ADF Technical Airworthiness

Regulatory Framework for Maintenance D. Proposed changes to Section 2 Regulation 4 TAR Approved Maintenance Organisations E. Proposed changes to Section 2 Regulation 5 Aircrafl Maintenance and Management

Procedures F. Proposed changes to Section 4 Chapter 1 Guidance to Regulation 4 G. Proposed changes to Section 4 Chapter 2 Guidance to Regulation 5 H. Proposed changes to Glossary Definitions

ANNEX A TO DGTA NPRM 03-08 DATED 13 Nov. 08

OVERVIEW OF PROPOSED CHANGES I I I

TAMM Reference

Section 1 Chapter I Para 26

Section 1 Chapter 1 Para 22.d

Section 1 Chapter 3

I I

Change Details

Amended to include TAR Approved Maintenance Organisations.

Reworded to be consistent with paragraph 25.

Comments

Significant change to reflect proposed model for TAR Approved Maintenance Organisations.

Paragraph 22.d explains the applicability of TAMM Regulation 4, which has been amended to include TAR Approved Maintenance Organisation. In addition, this paragraph explains that the principal category of TAR Approved Maintenance Organisations is the certified Authorised maintenance Organisation (AMO). The TAR certifies organisations as AMOS, and a certified AM0 is one of the defined organisations referred as TAR Approved Maintenance Organisations. For the information of readers, DGTA decided not to remove or change the word 'Authorised' in certified AM0 as there was no significant beneft to be gained.

Paragraph 22.e explains the applicability of TAMM Regulation 5. The word 'certified' was added to remain consistent with paragraph 22.d above.

Paragraph 26 was amended to provide commercial/ contractor organisations with updated information regarding transition from

previous versions of the TAMM.

Section 1 Chapter 3 provides the overview of the ADF Technical Airworthiness Regulatory Framework for maintenance. This section required significant change to introduce and align to the proposed model of TAR Approved Maintenance Organisations, and other changes initiated by other opportunities for improvement.

Roles and responsibilities redefined for Sponsor (referred previously as MAB).

AM0 certification process updated.

Defined Temporary Maintenance Authority CTMN

Minor changes to reflect the removal of Interim Maintenance Authority and clarify Sponsor roles and responsibilities in lieu of MAB.

Maintenance Support Networks (MSN) clarified

Changes reflect the removal of MA6 and introduction of 'Sponsor' and introduces the framework for Sponsor organisations, which incorporates some MAB roles and responsibilities and defines new 'Sponsor' regulations. DGTA-ADF has proposed the framework for Sponsor organisations with consideration, and deliberate intent to minimise impacts to current MABs to transition to their new regulatory role and responsibilities as Sponsors for all organisations conducting, or proposing to conduct, maintenance of State Aircrafi andlor Aeronautical Product. In addition, the framework for Sponsor organisations has been developed with a focus on Technical Airworthiness aspects, and does not mandate Corporate Governance responsibilities of other organisations outside the Technical Airworth~ness Regulatory environment.

Changes made in accordance with TAR Position Paper (TPP) 112008, where current TAMM Regulation 4.1 .I .e.(3) Temporary Authority (retitled Temporary Maintenance Authority (TMA)) and its associated guidance had to be amended to clarify the extent to which the Senior Design Engineer (changed to Design Acceptance Representative) can exercise this authority. The changes results in additional criteria (through new regulations) that must be considered when exercising TMA.

Changes made to current TAMM Regulations 4.1.1 e.(l) and 4.1 .I .e.(2) In accordance with TPP 112008.

Changes to MSN and Award and Retention of AM0 certification

Approved Maintenance

New regulations for Sponsor

New Temporary Maintenance Authority (TMA) regulations.

New regulations for Airworthiness Authority Accreditations recognised

New regulations for Othe~ TAR Approvals.

Changes in accordance with TPP 212008 as there is no technical airworthiness regulatory requirement for a commercial organisation seeking AM0 certification to be in contract with the commonwealth. A decision to include technical regulatory requirements in any contract is one of many corporate governance decisions to be made by the relevant Commonwealth contracting authority.

Changes made throughout TAMM Regulation 4 to align to proposed model of TAR Approved Maintenance Organisations.

Changes reflect the introduction of the framework for Sponsor organisations, which removes former MAB roles and responsibilities and defines new 'Sponsor' regulations.

Changes made in accordance with TPP 112008, where current TAMM Regulation 4.1 .I .e.(3) Temporary Authority (retiled Temporary Maintenance Authority (TMA)) amended to clarify the extent to which the Senior Design Engineer (changed to Design Acceptance Representative) can exercise this authority. The changes results in additional criteria (through new regulations) that must be considered when exercising TMA.

New regulations where the TAR recognises organisation's holding accreditations from certain Airworthiness Authorities, provided those organisations provide an applicable Authorised Release Certificate for the maintenance performed.

New regulations where the TAR approves an organisation to conduct maintenance of State Aircrafl andlor Aeronautical Produd in certain defined circumstances.

Deviations incorporated into proposed new Regulation 5.1 .I A~oroved Maintenance

New regulations for Approved Maintenance Data.

New regulation for Maintenance Release.

Carried Foward UnSe~iceabilitieS replaced by Deferment of

Removal of Modification regulations.

I

Approved Maintenance Data regulation is based on the requirement that maintenance can only proceed when the AM0 has AEO authorised Approved Maintenance Data. Should the Approved Maintenance Data be inadequate in any way, then maintenance is to cease until the matter is resolved. The former requirement to raise Requests for Deviation has been covered in new Regulation 5.1.1 Approved Maintenance Data and requires AMOS to notify the applicable Sponsor when there is an identified deficiency with a maintenance publication.

Changes made throughout TAMM Regulation 5 to align to proposed model of TAR Approved Maintenance Organisations.

New regulations for Approved Maintenance Data which incorporate former regulations for Publications, Instructions, Orders, maintenance procedures and Data and Foreign Source Data, modifications, ad-hoc NDT and Deviations.

New regulation for Maintenance Release which incorporate former regulations for maintenance of aircrafl during the period of operation.

Carried Foward UnSe~iceabilitieS replaced by Deferment of Required Maintenance and includes requirements from TPP 212007.

Removal of Modification and incorporated in Approved Maintenance Data regulations.

Changes to Standard Structural Repairs, and title changed to Structural Re airs. Y Clarification to Maintenance Certification

New Regulation 5.1.10 has consolidated structures related maintenance to cover the requirement to advise the AEO of instances of structural repairs and to request non-standard repairs.

Maintenance Certification requirements clarified.

I I

Section 4 Chapter 1

Removal of Ad-hoc NDT regulations.

Ad-hoc NDT regulations removed and incorporated in Approved Maintenance Data regulations.

I I

Removed Local Manufacture of Aeronautical Product and incorporated in Approved Maintenance Data.

Changes in accordance with TPP 312008, Creating. Amplifying and Clarifying Maintenance Procedures Explanation and Amplification and Acceptable Means of Compliance (AMC) amended accordingly.

Approved Maintenance Data is any authoritative direction from an AEO to have an AM0 perform work. This includes directions to locally manufacture Aeronautical Product.

TPP312008 required updates to TAMM guidance.

Changes to guidance made due to proposed changes to TAMM Regulation 4. Note the AMC throughout Section 4 Chapter 1 provides increased flexibility for organisations to develop acceptable regulatory complaint solut~ons. Where there is doubt in any interpretation with any proposed AMC, organisations are requested to consult DGTA-ADF.

Section 4 Chapter 2

Explanation and Amplification and AMC amended accordingly.

Section 4 Chapter 3

Glossary

Guidance for proposed Regulation 5.1 .I Approved Maintenance Data incorporates content from TPP 112007 Serviceability Criteria. and TPP 212007 AMOS Making Engineering Decisions.

This chapter has been deleted and the content and format of a Maintenance Management Plan (MMP) is now presented in TAMM Regulation 4 and associated guidance.

Amendments to Glossary definitions.

Changes to guidance made due to proposed changes to TAMM Regulation 5. Note the AMC throughout Section 4 Chapter 2 provides increased flexibility for organisations to develop acceptable regulatory complaint solutions. Where there is doubt in any interpretation with any proposed AMC, organisations are requested to consult DGTA-ADF.

TPP 112007 and TPP 212007 required updates to TAMM guidance.

New Regulation 4.4.1 Maintenance Management Plan created to provide increased flexibility for AMOS in developing and amending MMPs. Further it decreases the MMP content requirements to only include relevant requirements.

Amendments have been made to remove and add definitions to the glossary to reflect the proposed changes to maintenance regulations and associated guidance.

ANNEX B TO DGTA NPRM 03-08 DATED 13 NOV 08

SECTION 1

CHAPTER 1

THE REGULATORY FRAMEWORK FOR THE MANAGEMENT OF TECHNICAL AIRWORTHINESS

INTRODUCTION

1. Chief Of Staff Committee (COSC) determination W98, appointed Chief of Air Force (CAF) as the ADF Airworthiness Authority (ADF AA). The ADF AA is responsible for the authorisatio~ development, implementation and andit of a Joint airworthiness regulatory framework for Type Certification and the continuing airworthiness management of all State Aircraft. The COSC determination also agreed to the establishment of a joint Technical Airworthiness Agency with DGTA as head, to develop, implement, manage and audit the technical aspects of a regulatory framewok determine airworthiness ceaification requirements, establish aircraft structural integrity programs and manage in-service technical standards for all State Aircraft. As a result of the review of ADF Aviation Safety Management (the Weston Review) conducted in 1999 and confnmed by subsequent COSC meetings (principally 8/99), DGTA's title when regulating with respect to technical airworthiness is the Technical Airworthiness Regulator VAR). It is important to note that DGTA is also the delegated Technical Airworthiness Authority (TAA). Explanations of the TAR and TAA mle are provided below.

2. ADF Technical Airworthiness Regulator (ADF TAR). The ADF TAR is responsible to the ADF AA for development of a regulatory framework for tecfrmcal airworthiness management. DGTA is the ADF TAR.

3. ADF Technical Airworthiness Authority (ADF TAA). The ADF TAA is responsible to the ADF AA and responsive to Sewice Chiefs for determinations regarding technical airworthiness of State Aircraft and ADF aviation systems. The TAA has authority to interpret technical airworthiness regulations in the context of specific aircraft designs and maintenance processes. DGTA is also the TAA.

NOTE

The regulations define the functions of DGTA as both the TAA and TAR. However, to reduce confusion DGTA is referred to as the TAR only throughout this manual

PURPOSE

4. The purpose of tbis chapter is to describe the TAR's regulatory framework for the management of technical airworthiness by the ADF.

SCOPE

5. This chapter describes the elements of the TAR's regulatory framework and in pahcular the role and content of this publication.

DEFINITIONS

6. Defmitions relevant to Sections 1, 2, 3 and 4 are contained in the Glossary. All defmitions pertaining to the terms used in Section 2 are to be considered as regulatoly in nature.

ELEMENTS OF THE REGULATORY FRAMEWORK

7. A workable and effectlve regulatory framework must prov~de an enwonment for the effectlve and efficient creanoR promulgahon and mplementatlon of essennal regulahons to meet the rums of the Regulator (m tlus case, the TAR achng on behalf of the ADF AA) Thus, the TAR's regulatory framewokneeds to Include

a. appropriate and consistent high level policy,

b. organisatio~lal structures which clearly defme an independent regulatory body, and

c. m e c h s m s for:

(1) clearly enunciating regulations,

(2) ensuring compliance with those regulations, and

(3) monitoring the implications of compliance to prevent over-regulation

8. The TAR's current regulatory framework addresses the elements listed in Paragraph 7 in the following way:

a. Adequate policy has now been issued in various Defence Inst~uctions as described in Sect 1, Chap 4 of this Inand.

b. Organisational aspects have been addressed by the creation of the Directorate General of Technical Airworthiness (DGTA-ADF).

c. In terms of the necessary mechanisms:

(1) Section 2 of this manual provides the regulatory requirements applying to the d e s i g ~ construction and maintenance of aircraft and aircraft equipmenf these regulations are described more fully in Paragraphs 15 to 23;

(2) Sect 1, Chap 6 provides compliance assurance procedures; and

(3) to provide for adequate safety with minimum constraint, DGTA has instituted a number of measures including user consultatio~ regular user conferences and annual meetings with individual users.

STRUCTURE OF THE TAMM

9. The TAMM is the key document of the TAR's regulatory framework, and is divided into four sections:

a. Section 1 -Introduction;

b. Section 2 -Regulations;

c. Section 3 - Guidance for Regulations pngineering); and

d. Section 4 - Guidance for Regulations (Mamtenance)

10. Section 1 - Introduction. Section 1 explains the plinciples underpinning the regulations, the relationship between regulations and guidance, the policy background against which the regulations were developed and DGTA's TAMM compliance assurance mechanisms.

I I. Section 2 - Regulations. Section 2 contains all the regulations a person or organisation must satisfy within the ADF's technical airworthiness framework. These regulations address the procedures associated with the use and interpretation of regulations, the conduct and acceptance of d e s i g ~ construction and maintenance; and the interfaces between operational and technical airworthiness.

12. Section 3 - Guidance for Regulations (Engineering). Section 3 contains guidance to the engineering-related regulations. This guidance may provide information concerning the basis, scope, general application or precise implementation of the regulations.

13. Section 4 - Guidance for Regulations (Maintenance). Section 4 co~lrains guidance to the maintenance-related regulations. This guidance may provide information concerning the basis, scope, general application or precise implementation of the regulations.

Related Manuals

14. Regulation of Design Standard Management. There are two complemenmy aspects of the regulatory framework: engineering management (focussed on the design, consbuction and maintenance processes) and design standard management (focussed on the product). Regulations governing engineering management are promulgated and explained by this m d . Regulations governing design standard management are the responsibility of the staff of DAIRENG (SCI, RWS and ASI). These sections sponsor the TAMM's sister publication: AAP 7001.054 Airworthiness Design Requirements Manu4 which lists TAR-approved design standards and provides extensive information on their application to ADF aircraft.

FUNDAMENTAL CONCEPTS BEHIND THE REGULATIONS

Why? - The Purpose of the Regulations

15. The authority of the TAR to regulate for the technical airworthiness of all State Aircraft is based upon recognition of the need to have a single technical regulatoly framework to preserve the s a f e of those aircraft. Any regulations issued by the TAR must therefore have but one purpose, the assurance of the safety of State Aircraft in all their intended roles.

16. It is useful here to note that DGTA also has responsibility and author* with respect to the safety, capability and efficiency of all State Aircraft and related equipment and that whilst the regulations are not written to address this responsibilily they have some applicability. The precise application of the regulations to these other areas of DGTA's autholity is contained at Sect 1, Chap 5.

What? - The Scope of the Regulations

17. CAF, acting as the AA for all State Air& operated by ADF, has determined (at DI(G) OPS 02-2) that to be considered airworthy, from a technical perspective, an aircraft shall be designed, consiructed and maintained:

a. to approved standards,

b. by competent and approved individuals,

c, who are acting as members of an approved organisation, and

d. whose work is c e m e d as correct, and accepted by the ADF,

18. DI(G) OPS 02-2 then defines Technical Airworthiness Management as a process involving the regulation, authorisation and review of technical activities necessary to ensure the continued airworthiness and flight safety of State Aircraft. The defmtion of airworthiness fmm DI(G) OPS 02-2 indicates that the engineering activities most relevant to Technical Airworthiness management relate to design, consmction and maintenance, thus these three aspects of engineering are the subjects of these regulations.

Who? -The Audience of the Regulations

19. Many of the regulations in this manual will be met by persons and organisations that provide engineering services, be they related to design, consmction or maintenance. However, the principal audience of the regulations is, in fact comprised of those persons responsible for accepting, onbehalf of the Commonwealth, those services. Thus the regulations must do two things, first they have to clearly state the scope of the authority delegated to those persons accepting engineering services on behalf of the Commonwealth. Secondly, the regulations must clearly define how, and the conditions under which, that authority may be exercised. Thus the regulations will generally allow the delegate considerable freedom, however, the regulations must place boundaries on that discretion.

Where? - The Location of the Regulations

20. In any regulatoty regime, the regulations must be separated from information that is advisory. It is also essential that those regulations be contained at a single place and be under the effective control of the Regulator. For these reasons, dl the regulations pertaining to technical airworthiness management are contained in Section 2 of this m a d . With one exception, these regulations are entirely self-contained with no regulatory force being expolted to other documents via cross-references. Therefore, the regulations will not contain requirements such as 'maintenance processes will be conducted in accordance with AAP 7001.059(AM1)' as such a regulation would confer regulatoly force upon documents not intended for such a mle and confuse the issue of precisely where regulations stop and advice starts. The only exceptions are cross-references to the AAP 7001.054(AMl), the TAMM's sister publication on design standards.

When? - The Applicability of the Regulations in an Aircraft's Life Cycle

21. Since the scope of the regulations covers design, c o m c t i o n and maintenance, they therefore apply to both the acquisition and in-service phases of an aircraft's life cycle. In other words, the regulations apply to a DM0 Project Office or SPO when acquiring an aircraft type, a commercial organisation either conshucting or upgrading aucraft, and the design and maintenance organisations (either Service or commercial) providing in-service engineering suppon to an aircraft type.

22. Not all regulations will apply to each of the classes of organisation i d d i e d above, since the scope of engineering and maintenance activities is diierent in each case. Applicability of each major regulation is explained briefly as follows:

a. Regulation 1. Regulation 1 pertains to general application of the regulations (applicable to all) as well as Design Acceptance Representatives (DARs) and Airworthiness Standards Representatives (ASRs). Since DARs and ASRs are delegations made to only Commonwealth employees, these will generally only apply to Service organisations.

b. Regulation 2. Regulation 2 pertains to the TAR'S requirements for Type Ceaification, Service Release and Design Acceptance. This regulation is written in terms of outcomes, rather than processes required by Regulation 3, as the majority of requirements are used to support evidence that an aircraft Type is airworthy, either at acquisition, after upgrade or dming in-service review. This regulation is therefore particularly relevant to acquisition Project Offices as well as Service organisations

performing Design Acceptance certification (and other organisations authorised to perfom Assumption of Design Acceptance certification).

c. Regulation 3. Regulation 3 pertains to ceaification as an Authorised Engineering Organisation (AEO - see Sect 1, Chap 2). An AEO is an organisation performing Design Control andlor Configuration Item (CI) Management activities. It is therefore generally applicable (in whole or in part) to in-service organisations (both Service and commercial), as well as organisations conducting design duing acquisition or upgmde (generally commercial organisations). In terms of desigq the principles of Design Control apply equally to all designs irrespective of complexity.

d. Regulation 4. Regulation 4 pertains to TAR Approved Mairnenance Organisations that can be used to conduct maintenance of State Aircraft or Aeronautical Product The principal category of TAR Approved Maintenance Organisations is the cemfed Anthorised Maintenance Organisation (AMO), (TAR Approved Maintenance Organisation - see Sect 1, Chap 3). AM0 cemfication is applicable to both Sewice and commercial organisations conducting maintenance of State Aircraft or Aeronautical Product.

e. Regulation 5. Regulation 5 outlines the regulatory requirements for State Aircraft and Aeronautical Product maintenance and management procedures to be used by ce&ed AMOS. It is also applicable to both Sewice and commercial AMOs.

How? -The Content of the Regulations

23. Bearing in mind the concepts described previously, the regulations principally regulate two basic points:

a. Entry Control. Entry Control - whereby engineering activities are limited only to persons and organisations authorised by the TAR, thns providing a measure of control over the manner in which such activities are performed and ensuring that the necessary rigour is applied.

b. Acceptance. Acceptance - the logical cnlmination of all the engineering activities pelformed for the Conntkwealth is their acceptance by the Commonwealth. Therefore, the regulatio& must provide a practical application of the relevant policies defining the ADF's means of establishing and maintaining the quality of aircraft design, construction and maintenance services.

RELATIONSHIP BETWEEN REGULATIONS AND GUIDANCE

24. The regulations are the rules by which everyone who designs, builds or maintains aircraft on behalf of the ADF will operate. However, just as it is impossible to determine the flow and tactics of a game of football from just reading the rules, so too it is very difficult to grasp how the regulations apply to real engineering in the work place without additional material. The guidance in Sections 3 and 4 provide this additional material. They consist of a range of good practices, interpretations and precedents intended to assist the TAMM's men in applying the regulations. However, it must be stressed repeatedly that the regulations in Sect 2 always haveprecedence over any direction in Sect 1 or guidance in Sections 3 and 4.

CONTRACTOR TRANSITION FROM PREVIOUS VERSIONS OF THE TAMM

25. Engineering. The TAR recognises that a number of commercial organisations are still under c o m c t against previous Amendment Lists (AL) or issues of the TAMM. These organisations win confinue to be bound by, and audited against, that version of the TAMM until either:

a. the expiration of the contract;

b. the comctor seeks to extend the scope of its EA beyond that covered by the issue of the TAMM as contracted, but compliant with the latest TAMM regulations; or

c. the contractor elects, vla a nil-cost contract change proposal, to amend then EMS to comply with the latest TAMM regulations

26. Maintenance. The TAR recognises that a number of commercial AMOs are still under contract against previous AL or issues of the TAMM. These commercial AMOs will continue to be bound by, and audited against that version of the TAMM until either:

a. the expiration of the contract;

b. the contractor seeks to extend the scope of its AM0 certification beyond that covered by the issue of the TAMM as contracted, but compliant with the latest TAMM regulations; or

c. the commercial AM0 elects, via a nil-cost contract change proposal, to amend their Maintenance Management System (MMS) to comply with the latest TAMM regulations.

ANNEX C TO DGTA NPRM 03 -08 DATED 13 NOV 08

SECTION 1

CHAPTER 3

OVERVIEW OF THE ADF TECHNICAL AIRWORTHINESS REGULATORY FRAMEWORK FOR MAINTENANCE

INTRODUCTION

1. The design-related regulations origmally defined a new approach to ADF aircraft engineering, whereas the ADF Aircraft Maintenance Reguhons (ADF AMRs) in Section 2, include existing ADF maintenance policy and practices in the technical ainvorthiness regulatory framework. Additionally, the ADF AMRs have been developed with consideration of equivalent worldwide civilian airworthiness regulations.

PURPOSE

2. The purpose of this chapter is to provide an ovewiew of the ADF aircraft maintenance regulatory framework as defined by the ADF AMRs In particular, this chapter identities maintenance organisations stated in the ADF AMRs and describes the relationship between them

DEFINITIONS

3. DefMtions relevant to Sections 1, 2, 3 and 4 are contained in the Glossary. All defmitions pertaining to the terms used in Section 2 are to be considered as regulatory in nature.

ORGANISATIONS AND PERSONNEL IN THE AIRCRAFT MAINTENANCE REGULATORY FRAMEWORK

TAR Approved Maintenance Organisations

4. The Technical Airworthiness Regulator (TAR) requires visibility of all Sewice and commercial organisations conducting maintenance of State Aircraft and/or Aeronautical Product, within and outside Australia In order to achieve the required visibility, the TAR has defmed organisations, that are approved by the TAR, and which can be used and managed by relevant ADF Sponsors, to conduct maintenance.

5. These organisations are defined as TAR Approved Maintenance Organisations and include:

a. Cemfed Authorised Maintenance Organisations (AMOS) in accordance with Regulation 4.3;

b. Organisations that are part of a certified AMO's Maintenance Support Netwolk (MSN), and are conducting maintenance on behalf of, and within the certified AMO's scope and level of maintenance in accordance with Regulation 4.4.3;

c. Organisations granted Tempomy Maintenance Authority (TMA) by the Design Acceptance Representative OAR) of an ADF Authorised Engineering Organisation (AEO) in accordance with Regulation 4.1.3;

d. Organisations holding cemfcations from TAR recognised Ainvorthiness Authorities in accordance with Regulation 4.1.4, and which provide the applicable Anthorised Release C e ~ c a t e (ARC) for the maintenance performed;

e. Organisations that are AEOs u n d e m g maintenance confined to the installation of modifications, which have been developed by that AEO in accordance with Regulation 3.5.20.c; and

f. The TAR approves an organisation based on the TAR'S assessment of the organisation's Maintenance Management System (MMS). The TAR approval will be for a defmed period and the organisation will be limited in scope and level to conduct maintenance of State Aircraft andlor Aeronautical Product in accordance with Regulation 4.1.5.

6. Further details of TAR Approved Maintenance Organisations and the role of the Sponsor are provided in the following paragraphs and in Section 4 Chapter 1 for explanation, amplification and acceptable means of compliance to each regulation Figure 3-1 displays the maintenance model for TAR Approved Maintenance Organisations, and their relationship with Sponsors within the maintenance regulatory environment.

Figure 3-1 Maintenance Model for TAR Approved Maintenance Organisations

7. Technical airworthiness a s m c e is maintained by reviewing, assessing and auditing prospective and established TAR Apprwed Maintenance Organisations. The following activities provide technical ainvorthiness assurance by:

a. the Sponsor, acting as the owner (and sometimes the operator) of State Aircraft andlor Aeronautical Product ensuring that only TAR Approved Maintenance Organisations are used to conduct maintenance;

b. DGTA-ADF assessment of new applicants for AM0 certification for compliance with the ADF AMRs in accordance with the proposed scope and level of maintenance to be conducted;

c. DGTA-ADF compliance assurance activities of prospective and established Sponsor and TAR Apprwed Maintenance Organisations; and

d. the TAR managing compliance or limiting, suspending or withdrawing AM0 certifications or other TAR approvals from organisations that fail to abide by their certification / approval responsibilities.

ROLE OF THE SPONSOR

8. The Sponsor is an ADF organisation, usually a Force Element Group (FEG) Headquarters or System Program Oace (SPO), having corporate responsibility and authority to manage maintenance of State Air& andlor Aeronautical Product. When maintenance is required to be conducted to meet ADF aviation capability requirements, the Sponsor will allocate maintenance to organisations that have been approved by the TAR and are referred to as TAR Approved Maintenance Organisations.

9. The roles and responsibilities of the Sponsor are to:

a. ensure that only TAR Approved Maintenance Organisations are used to conduct maintenance;

b. i d e m and nominate to the TAR details of all organisations conducting, or proposing to conduct, maintenance under the Sponsor's management;

c. for commercial organisations, ensure where applicable, AMO requirements are incorpolilted in a contract or other form of agreement to formalise the provision of maintenance services;

d. review and assess acceptability of Requests for Exemptions to the TAR from organisations or persons that can not comply with one or more applicable ADF AMRs;

e. support prospective AMOS with the development of their AM0 submissions;

f. on receipt of an AM0 submission; review it for:

(1) consistency with the Sponsor's identified maintenance requirement;

(2) applicable contractual clauses regardmg AM0 requirements; and

(3) any significant concerns or issues that need to be addressed before the AM0 submission is forwarded to the TAR. Note: AMNTREG-DAIRMAINT is responsible for assessing every AM0 submission for compliance with the ADF AMRs;

g. forward the AM0 submission to DGTA-ADF with a covering letter or minute indicating that the AM0 submission is supported;

h. if desired, participate as an obselver in any DGTA-ADF AM0 audits or other surveillance activities. Note: where the Sponsor staff include appropriately trained and experienced auditors, broader participation in DGTA-ADF audits or other surveillance activities may be possible;

i. where applicable and appropriate, manage the contractual implications of any non-compliances;

j. provide ongoing feedback to AMNTREG-DAIRMAINT when the Sponsor becomes aware of any regulatory nou-compliances, performance issues or adverse maintenance issues of TAR Approved Maintenance Organisations conducting maintenance of State Aircraft andlor Aeronautical Product; and

k. notify the TAR when the Sponsor no longer requires a TAR Approved Maintenance Organisation to conduct maintenance of State Aircraft andfor Aeronautical product.

CERTIFIED AUTHORISED MAINTENANCE ORGANISATION (AMO)

10. Unless the TAR provides other specific approvals, Service and commercial organisations seeking to conduct maintenance of State Aircraft andlor Aeronautical Product are required to be ceaified AMOs. To qually as a certified AMO, an organisation must hold a current Maintenance Autholity Ceficate (MAC) issued by the TAR. Each MAC consists of a certiticate signed by the TAR with an accompanying Schedule that details the scope and level of maintenance.

1 1 Scope and level of Maintenance. The statement of scope and level establishes the bounds within which maintenance can be undertaken by the AMO.

a. Scope. Stated in terms, or a combination of aircraft type, aircraft systemslsub-systems or Aeronautical Product to be supported

b. Level Usually defined by up to four distinct tiers: On-aircraft Operational Maintenance, Off-aircraft Operational Maintenance, On-aircraft Deeper Maintenance, and Off-aircraft Deeper Maintenance.

12. Assessment and certification of AMOs are r e w e d to establish and objeclively control State Aircraft andlor Aeronautical Product maintenance airworthiness standards. These c o m l s pmvide assurance to the TAR that organisations conducting maintenance do so to a consistent and acceptable standard. Further, they allow the TAR to determine individual and organisational maintenance accountability.

How a Commercial Organisation Becomes a Cetiiied AM0

13. A commercial organisation seeking AM0 cehfication must be able to demonstrate to the TAR that the organisation is required to be cemfied as an AM0 to provide maintenance services of State Aircraft and/or Aeronautical Product. This is usually achieved by entering into a contract with the Commonwealth to provide maintenance services. However, under the Technical Airworthiness Regulatory framework, there is no requirement for a commercial orgarisation seeking AM0 ~ e ~ c a t i o n to be in contract with the Commonwealth. A commercial organisation seeking AM0 cemfcation must have its AM0 submission endorsed by an eligible Sponsor. The Sponsor must define the maintenance activities required and continue to pmvide sponsorship of that organisation

14. For commercial organisations that are participating in the contract negotiation process and have been identified as the preferred tenderer, the AM0 cemcation process does not preclude assessment of that organisation for compliance with the ADF AMRs during contract negotiations. Assessments at that stage will normally be to a system level; however, the successful tenderer will be required to submit an AM0 submission for assessment by DGTA-ADF as soon as possible after contract signature.

How a Sewice Organisation Becomes a Certified AM0

15. An AM0 submission from a Service organisation will be treated in much the same way as in the preceding paragraphs that dealt with commercial organisations. That is, they will be subject to a system audit followed by a compliance audit. When a new Senice organisation is formed, or a previously disbanded Selvice organisation is reformed, that Service organisation is to folward its AM0 submission through its Sponsor as soon as possible. New or reformed Senice organisations should expect the permissible timeframe to become an AM0 will be set when the Service organisation is initially formed.

16. AM0 Certif~cation Process. Figure 3-2 is a representation of the AM0 cemfcation process for Sewice and commercial organisations. The steps to achieve AM0 cemfcation are outlined as follows:

a. A Service and commercial organisation (referred to as the applicant) prepares an AM0 submissio~ which consists of a Maintenance Management Plan (MMP) and other referenced data, procedures or instructions. The applicant sends the AM0 submission to their relevant Sponsor for review.

b. The Sponsor is required to review the applicant's AM0 submission for completeness prior to fo~warding to DGTA-ADF with the Sponsor's recommendation;

c. Upon receipt of an applicant's AM0 submission AMNTREG-DAIRMAINT conducts a system audit to assess the entire submission against the ADF AMRs. Once AMNTREG-DAIRMAINT has completed a system audit of the applicant's submission, AMNTREG-DAIRMAINT conducts a site assessment to confm adequacy of facilities (as required);

d. When the applicant's AM0 submission is correct and site assessment is complete, the TAR awards AM0 certification in the form of a MAC and accompanying Schedule, with any limitations and I or conditions as necessary. An initial compliance audit will generally be conducted by AMNTREG- DAIRMAINT within eight months after certification to confm the AMO's Maintenance Management System complies with applicable ADF AMRs. The composition of the DGTA-ADF audit team would depend on the applicant's scope and level of maintenance and any particular conditions set by the TAR.

-

,/--* /

/ Sponsor 4

Infomation Copy of TAR / Celtiiication (MAUSchedu

I \

Maintenance Organisation lnnial system ~ u d i t and site ~ssesrmem. AMNTREG-

ongoing surveillance DAlRMAlNT

Figure 3-2 AM0 Certification and Ongoing Suweillance

17. AMOS conduct a variety of maintenance tasks. Some AMOs, particularly the flying squadrons with an organic maintenance capability, will be responsible for the complete aircraft as well as Aeronautical Product maintenance to the level and scope of their certification Other AMOs may only be responsible for maintenance of a very limited range of Aeronautical Product. ADF AMRs make no distinction between these organisations and simply refer to them as celtified AMOs.

18. The Sponsor may choose to provide an imtrument of autholisation to initiate the commencement of maintenance, with any applicable limitations or conditions. The instrument of authorisation may be the contra& standing offer, purchase order, or in the form of a minute, or other correspondence that details the commencement of maintenance in accordance with the certification from the TAR.

19. The AM0 ceficatiou process involves close collaboration between AMNTREG-DAIRMAINT and the Sponsor. The initial system audit, site assessment, ~ e ~ c a t i o n and management of corrective actions are conducted by A M N T R E G - D m . DGTA-ADF surveillance activities have been put in place to continually assess AMOs to ensure their Maintenance Management Systems remain compliant with the ADF A M k .

20. Sponsors may choose to implement their own second party smve~llance activities to monitor corporate governance aspects, which may include conformance programs of maintenance activities such as HQ 16 Avn Bde Annual Technical Review (ATRs), Commander Australian Naval Aviation Gmup audit checklists or FEGs

respectively. From time to time, the Sponsor's second party surveillance activities may be conducted with the provision of DGTA-ADF auditors to assess potential non-compliances against the ADF AMRs.

AM0 MAINTENANCE SUPPORT NETWORK

Sub-contractors to AMOS can only conduct maintenance of State Aimall andlor Aeronautical Product when the senices are provided as part of a certified AMO's Maintenance Support Network (MSN) in accordance with Regulation 4.4.3. The Senior Maintenance Manager of the certified AM0 remains accountable to the TAR for all maintenance outsourced from that AMO. Organisations that conduct maintenance of complete State Aircraft, complete engines and major engine sub-assemblies must not be included as part of an AMO's MSN unless that organisation is a certified AM0 with the corresponding scope and level for the maintenance to be conducted, or that organisation holds accreditation from TAR recognised Airworthiness Authorities (civil and military) and provides an Anthorised Release Certificate (ARC), or equivalent, for the maintenance performed. Figure 3-3 is a representation of this anangement.

. . . . organisation ; ; centid j . (6) . . AM0 :

. . . . . . .," ... .... .... .............. ..' ...............

'~ . Maintenance Support Network ' ...........................

Figure 3-3 Indicative Maintenance Support Network

TEMPORARY MAINTENANCE AUTHORITY (TMA)

21. There will be occasions when maintenance activity is required on a short term or temporary basis, for example to meet a short term surge, or to incorporate o n e ~ f f or ad hoc modifications over a short period of time. In such cases it may not be cost-effective to require an organisation to become a certified AMO. Typically, the maintenance activity would be conducted before the certification process could be completed. Regulation 4.1.1 allows for the DAR to provide specific Temporary Maintenance Authorisation (TMA) to an organisation to conduct limited maintenance for a defined period of time not to exceed 12 months. Where a DAR grants TMA, the DAR w i U be accountable for the technical integrity of the work, and responsible for the maintenance management support of State Aircraft andlor Aeronautical Product maintained under TMA.

AIRWORTHINESS AUTHORITY ACCREDITATIONS RECOGNISED BY THE TAR

22. For many years there has been confusion within the civil aviation industry over the acceptance of documentation accompanying aeronautical products and attesting to their airworthiness. This was mainly due to the fact that different National Airworthiness Authorities (NAAs) specified differing requirements, often requiring clari6cation from the approving authority. To overcome this problem the Federal Aviation Administration (FAA), the European Joint Aviation Authorities (JAA) and Transport Canada Civil Aviation (TCCA) formed a working group in July 1999. The purpose of the working group was to set a standas4 develop a common form and harmonised instructions for use by the NAAs. The end result of the discussions by the working group was:

a. the development of a "common release certificate " comprising a standardised format and text;

b. requirements speclfylng that aeronautical products, other than standard parts, are to be supplied under cover of such a document;

c. the provision of guidelines for completion of the document; and

d. the FAA, JAA, TCCA and major international industry organisations have now agreed to a standard document entitled Authorised Release Certificate (ARC).

23. Under CASA's regulatoq framework, the purpose of the ARC (Form 917) is to identify airworthiness and eligibility status of an aeronautical product:

a. after manufacture;

b. after canying out maintenance work under the approval of CASA;

c. to allow fitment of parts removed from one aircraft or aircraft component to be fitted to another aircraft or aircraft component after maintenance; and

d. to allow fitment of salvage parts after maintenance.

24. There may be occasions where maintenance could be outsourced to organisations that hold accreditation by TAR recognised Airworthiness Authorities, which include both civil and military. The TAR recognises organisations that hold accreditation from EASA, FAA and CASA, and which provide the applicable ARC for the maintenance performed, as approved by the TAR to conduct maintenance of State Aircraft andlor Aeronantical Product.

25. There are many Ailworthiness Authorities that use ARCS, or equivalent. Therefore, a Sponsor may apply to the TAR for approval to use organisations that hold accreditations from Airworthiness Authorities other than those listed in RegulaIion 4.1.4.a In such cases, the Sponsor is required to provide information in support of the application, and also provide any additional information when requested by DGTA-ADF.

AEO INCORPORATING MODIFICATIONS

26. Organisations may be contracted to design, develop, produce and install modifications. Where the scope of the maintenance activity to be conducted is c o ~ m e d to modification installation and does not involve any additional sipiicant aircraft maintenance, the applicable AEO may install the modifications, which have been developed by that AEO in accordance with the requirements of Regulation 3.5.20.c. Under this situation, there is no requirement for the organisation to become a certitied AMO. Any si@lcant aircraft maintenance in addition to the installation of a modification, as defmed at Regulation 3.5.20.a(2), and post installation maintenance of the modification is to be conducted by a TAR Approved Maintenance Orpanisation, normally a cemfied AMO. Further guidance is provided in relation to Regulation 3.5.20; see Section 3, Chapter 1.

OTHER TAR APPROVALS

27. Resource availability and risk considerations will inevitably limit the scope of application of the ADF AMRs to industry. This may particularly impinge on overseas repair item maintenance contracts, including US Foreign Military Sales W S ) support contracts. For such contracts, the full implementation of ADF AMRs would require resource allocations out of proportion to the risk being addressed. Where the risk of compromised airworthiness can be assessed as acceptable, the TAR may approve an organisation to conduct maintenance of State Aircmft andlor Aeronautical Product. The TAR approval will be for a defined period and the organisation will be limited in scope and level to conduct maintenance, noting that the TAR approval is not intended to apply to maintenance of complete State Aircraft, complete engines, or major engine sub-assemblies.

28. Sponsors must apply to the TAR for appmval to use an orgamsation to conduct maintenance of State Aircraft andlor Aeronantical Product when the resources required for that organisation to become a certified AM0 are considered excessive, and the organisation bas a Maintenance Management System (MMS) commensurate with the level of risk associated with the maintenance being performed. The application would normally be in the form of a minnte or letter with attached supporting information.

EXEMPTIONS

29. Regulation 4.2. pxemptions) requires any organisation, or person(s) involved in management or conduct of maintenance of State Aircraft andlor Aeronautical Product to comply with all applicable ADF AMRs unless permitted by an Exemption granted by the TAR Any organisation or person(s) that cannot comply with one or more applicable ADF AMRs must submit a formal Request for Exemption. The Exemption Request must document the reasons for non-compliance and the alternative action to be taken to ensure that technical airworthiness is not compromised. Exemption Requests will be managed by AMNTREG-DAIRMAINT on behalf of the TAR, and the TAR will only consider appmval of a Request for Exemption where the request has been endorsed by the relevant Sponsor. The disposition of all Exemption Requests will be advised to the applicant along with any terms or conditions relevant to the Exemption.

30. Not all ADF AMRs may be applicable to an individual organisation For example, Regulation 5.1.8 Maintenance Test Flights would not be applicable to a certified AM0 conducting off-aircraft maintenance of avionics equipment. Exemptions are not required for non-applicable ADF AMRs. However, certif~ed AMOS are to clearly identlfy in their Maintenance Management Plans any non-applicable ADF AMRs, together with a brief justification.

Leased Aircraft

31. Policy for the maintenance support of leased aircraft is outlined in Regulation 2.7 and Section 3, Chapter 16. Organisations maintaining leased State Aircraft will be required to become certified AMOS, however the aircraft may be maintained to civil aimorthiness regulations. In this case, AM0 certif~cation may be based on the organisation's continuing compliance with the relevant civil regulations.

Consultation

32. In all caws invoking appro\'al of non-TAR Approved Maintenance Orga~wtions to conduct rnalntenance. the applicable Sponsor should consult I\MNTREG-DAlRMAINT for advice

ANNEX D TO DGTA NPRM 03-08 DATED 13 NOV 08

REGULATION 4

TAR APPROVED MAINTENANCE ORGANISATIONS

4.1. GENERAL

4.1.1. Applicability -Who May Maintain State Aircraft andlor Aeronautical Product

a. Maintenance of State Aircrafl andlor Aeronautical Product must only be conducted by an organisation that has been sponsored, in accordance with Regulation 4.1.2, and a&aved

I"** > by the Technical Airworthiness Regulator (TAR). ?% %%%7c.;

..% **. < . . -,,,, b. A maintenance organisation is approved by the TAR when: .< .< .*:<.

.<*<< c. ... ::..A .... /"ddBirI " (1) the organisation has been certified as an Authorised ~a in tengnk Okanisation " **,*,;:

(AMO) by the TAR in accordance with Regulation 4.3; or ~A::~..~,... :$:% . . . . \, .<,x>. .>.

(2) the organisation is part of an AMOS conducting maintenance on behalf scope and level of, that AM0 in accordance with Regulation 4.4.3;

"%#li.,+

(3) the Design Acceptance Representative (DAF$%~ a@,RDF Authorised Engineering Organisation (AEO) provides ~empora~...$f%fiV&lice Authority (TMA) in accordance with Regulation 4.1.3 for a$ or i i ikat ion to conduct maintenance, in which case the DAR will be accountrii~8:t~rfhe .; . ..:.. technical integrity ofthe work; or

:>>. +. i"r.

(4) the organisation holds certification by a recogn,sed Airworthiness Authonty and provides an Authorised Releas6 Cen'icate for the maintenance perfomed in accordance with Regu1atiq.n 4.1!&; or , '<::>. >. ',*,. % ..>

(5) the organisation is ari'.&~b$?dertaking maintenance confined to the installation of modifications, wh@ti@&een developed by that AEO, in accordance with

(6) the TAR prouidisipprovals based on the TAR'S assessment of the organisation's Maintenance Management System in accordance with Regulation 4.1.5.

. ,,,, : 1

'7,

< .. ~.,,~ a. ..@$ th&purpose of this regulation, Sponsor means any ADF Force Element Group

,7meJ-&$aquarten, ADF AEO or ADF organisation responsible for maintenance management '$p$& of State Aircrafl and/or ~eronautical product.

**2a 9 ,$,'

b. A Sponsor must:

(1) ensure that only organisations approved by the TAR under Regulation 4.1.1 .b are used to conduct maintenance:

(2) identify and nominate to the TAR details of all organisations conducting, or proposing to conduct, maintenance under the Sponsor's management;

(3) notify the TAR when the Sponsor becomes aware of adverse maintenance issues that could affect technical airworthiness; and

(4) notify the TAR when the Sponsor no longer requires an organisation to conduct maintenance.

4.1.3 Temporary Maintenance Authority (TMA)

a. TMA may be granted by a DAR to an organisation to conduct maintenance for a period of time not exceeding 12 months.

b. TMA must not be granted to allow an organisation to conduct maintenance of complete State Aircrafl or complete engines.

c. When granting an organisation with TMA to conduct maintenance of State Aircrafl andlor Aeronautical Product, the DAR must assess the organisation's Maintenance Management System to ensure that:

(1) a nominated individual, meeting the intent of Regulation 4.5.1 is responsible for all maintenance conducted;

(2) documented processes, meeting the intent of Regulations 4.5.3 are in place for assessing and authorising personnel as competent to perform maintenance;

(3) suitable facilities meeting the intent of Regulation 4.6 are available;

(4) suitable systems are in place to ensure that only Authorised Technical Data meeting the intent of Regulation 5.1 .I is used to conduct maintenance;

(5) all maintenance performed is certified in a manner that meets the intent of Regulation 5.1.2;

(6) procedures are in place for the control of foreign objects during the conduct of maintenance:

(7) maintenance performed is documented, in a manner that meets the intent Regulation 5.2;

(8) unserviceable and unailworthy conditions, and maintenance incidents that occur during maintenance are reported and investigated in accordance with Regulation 5.3;

(9) all tools and support equipment required to conduct maintenance are managed, meeting the intent of Regulation 5.4.1;

(10) all Aeronautical Product is managed, meeting the intent of Regulation 5.4.3.

d. The DAR must specify product acceptance checks to be carried out by a nominated representative for items maintained under TMA.

e. The DAR must notify the TAR when TMA has been granted, suspended, removed or expired.

f. The TAR may direct an organisation that has been granted TMA to become a certified AMO.

4.1.4 Airworthiness Authority Accreditations Recognised by the TAR

a. An organisation that holds accreditation from the listed Airworthiness Authorities in this regulation, and which provide the applicable Authorised Release Certificate (ARC) for the maintenance performed is approved by the TAR to conduct maintenance of State Aircraft and/or Aeronautical Product:

(1) EASA, Form 1 ; or

(2) FAA, 8130; or

(3) CASA, Form 917.

b. A Sponsor may apply to the TAR for approval to use organisations accredited by other Airworthiness Authorities not listed in this regulation.

4.1.5 Other TAR Approvals

a. The TAR may approve an organisation to conduct maintenance of State Aircrafl and/or Aeronautical Product for a defined period of time as set by the TAR, when:

(1) the resources required for that organisation to become a certified AM0 are considered excessive to the level of risk associated with the maintenance being conducted. and

(2) the organisation has a Maintenance Management System commensurate with the level of risk associated with the maintenance being conducted, and

(3) the Sponsor applies to the TAR for approval to use that organisation.

b. The Sponsor's application to the TAR must include:

(1) the name and address of the organisation proposed to conduct the maintenance,

(2) details of the organisation's Maintenance Management System,

(3) details of the maintenance activity to be conducted,

(4) a risk assessment in support of the application, and

(5) any relevant certifications or approvals held by the organisation.

c. The Sponsor must provide additional information in support of the application when requested by the TAR.

4.2. EXEMPTIONS

4.2.1. Exemption Requirements

a. Any organisation, or person(s) involved in management or conduct of maintenance of State Aircrafl and/or Aeronautical Product must comply with all applicable ADF AMRs unless permitted by an Exemption granted by the TAR.

b. An organisation or person(s) that can not comply with one or more applicable ADF AMRs must subml a Request for Exemption to the TAR.

c. The TAR will only consider approval of an organisation's Request for Exemption when it has been endorsed by the relevant Sponsor.

d. An organisation or person@) granted an Exemption by the TAR must:

(1) comply with all terms and conditions stated by the TAR;

(2) maintain a permanent record of details relating to all Exemptions; and

(3) advise the TAR, where applicable through the relevant Sponsor, when the grounds for Exemption no longer apply.

4.3. AM0 CERTIFICATION

4.3.1. Application for AM0 Certification

a. An organisation identified as requiring AM0 certification, (hereafler referred to as the 'applicant'), must submit an application for a Maintenance Authority Certificate (MAC) to the DGTA-ADF, through its sponsor,

b. Each application must include:

(1) details of the applicant, including the organisation's name and address, and the reason for the application;

(2) the applicant's Maintenance Management System (MMS) documented in a Maintenance Management Plan (MMP), which satisfies the requirements of Regulation 4.4.1:

(3) any Exemptions required; and

(4) any relevant certifications held by the organisation.

c. Notwithstanding Regulation 4.3.1.a and b, the applicant must supply additional documentation in support of its application when requested to do so by the Sponsor or DGTA-ADF.

4.3.2. Award and Retention of AM0 Certification

a. Each AM0 application must be assessed by DGTA-ADF to ensure that:

(1) the Maintenance Management System (MMS) complies with all applicable ADF AMRs;

(2) maintenance of State Aircrafl and/or Aeronautical Product conducted by the applicant is performed:

( i ) to ADF-approved standards,

( i by competent and authorised personnel,

(iii) by personnel acting as members of an authorised organisation, and

(iv) by personnel whose work is certified as correct.

(3) the applicant has sufficient competent personnel available to plan, perform, supervise, inspect and certify all maintenance to be conducted;

(4) the applicant provides appropriate and adequate facilities for all maintenance to be conducted; and

(5) the applicant has all necessary tools, Authorised Technical Data, equipment and materiel to conduct maintenance.

b. Applications failing to satisfy the requirements of Regulations 4.3.1 and 4.3.2.a (1) will be rejected and must have the basis for the rejection fully documented and disclosed to the applicant.

c. The applicant must allow the TAR (or representative thereof) to make such investigation of its facilities, personnel and records as are needed to satisfy the TAR that the AM0 complies, and continues to comply, with applicable ADF AMRs.

d. Applications that satisfy the requirements of Regulations 4.3.1 and 4.3.2, and a satisfactory site assessment, will entitle the applicant to be formally certified as an AM0 by issue of a Maintenance Authority Certificate (MAC).

e. Each MAC consists of a Certificate signed by the TAR with an accompanying Schedule that details the maintenance the AM0 is certified to conduct.

f. A certified AM0 must not conduct maintenance of State Aircrafl and/or Aeronautical Product unless that maintenance has been certified in the MAC.

g. The continued validity of an AM03 certification must be re-assessed by a process and at a frequency determined by DGTA-ADF.

4.3.3. Changes to AM0 Certification

a. Each AM0 must:

(1) continue to comply with all the requirements of applicable ADF AMRs except where Exemptions have been granted;

(2) advise any change to the basis of its AM0 certification to the TAR within two working days of the change and seek approval for that change; and

(3) ensure that, where the TAR has approved changes to the basis of an AMO's certification in accordance with Regulation 4.3.3.a (2), the AMO's documentation (including the MMP) is updated to reflect all changes approved by the TAR.

4.3.4. Duration of AM0 Certification

a. The MAC will remain in force until it expires, is terminated, surrendered, suspended, or superseded.

4.4. MAINTENANCE MANAGEMENT SYSTEM

4.4.1 Maintenance Management Plan (MMP)

g. Each AM0 must have, and continue to maintain, an MMP that documents:

(1) a system to manage Exemptions in accordance with Regulation 4.2.1;

(2) the organisational structure that includes;

(i) the tiile(s) of management positions;

(ii) the titles of supervisory positions; and

(iio an organisational chart or equivalent document showing associated chains of management and maintenance responsibility of the key appointments and groups within the AMO;

(3) the system used by the AM0 to outsource maintenance or maintenance support functions which includes:

(0 the organisationls used to supplement the AM03 maintenance or maintenance support functions;

(ii) the maintenance conducted by the extemal organisationls on behalf of the AMO, and

(iii)the management processes associated with assessing and authorising an extemal organisation for inclusion in the AMO's Maintenance Support Network;

(4) a Quality Management System that complies with Regulation 4.4.2;

(5) specific responsibilities and selection criteria, detailing required qualifications, training and experience for the SMM;

(6) selection criteria for appointment of the Quality Manager, detailing required qualifications, training and experience;

(7) selection criteria for all personnel planning, performing, supervising, inspecting and certifying maintenance;

(8) procedures to prevent the ingress of foreign objects into, and the detection and removal of those objects from, State Aircraft and Aeronautical Product.

(9) the system used for authorising personnel in accordance with Regulation 4.5.3;

(10) the system for management of human factors and maintenance error in accordance with Regulation 4.5.4;

(1 1) a general description of its faciliies, including their location, used to conduct maintenance;

(12) where relevant, procedures to assess facilities required to conduct maintenance away from the main maintenance facility; and

(13) the systems and procedures used by the AM0 to comply with all applicable Regulation 5 clauses.

h. Where an AM0 believes that any Regulation 5 clause is not applicable to their AMO, the MMP must contain a statement which explains why the clause should not be considered applicable,

4.4.2 Quality Management System

a. The AM0 must establish and maintain a documented Quality Management System (QMS) acceptable to the TAR that provides for:

(1) management reviews of processes, procedures and audit findings, and

(2) a system of internal quality indicators.

b. The QMS must include an internal audit program that:

(1) ensures the documented MMS continues to comply with applicable ADF AMRs;

(2) evaluates conformance with procedures and processes that are stated or referenced in the MMP:

(3) includes corrective and preventive actions, any necessary follow-up, and corrective action close-out; and

(4) includes review and reporting of the effectiveness of preventive actions.

4.4.3 Maintenance Support Networks (MSN)

a. The Senior Maintenance Manager remains accountable to the TAR for all maintenance outsourced by the AMO.

b. An organisation that conducts maintenance of complete State Aircraft, complete engines, or major engine sub-assemblies must not be included as part of an AMO's MSN unless:

(1) the organisation has been certified by the TAR for the maintenance being conducted: or

(2) the organisation is operating under accreditation by a TAR recognised Ailworthiness Author'ty in accordance with Regulation 4.1.4 and provides an Authorised Release Certificate for the maintenance performed.

4.5 PERSONNEL REQUIREMENTS

4.5.1 Senior Maintenance Manager (SMM)

c. The AM0 must have an appointed Senior Maintenance Manager (SMM) who is responsible for all maintenance conducted within the AMO.

d. The AM0 must demonstrate to the satisfaction of the TAR that the SMM is competent to comply with all applicable technical airworthiness requirements embodied in this manual to the level commensurate with their position.

e. The SMM must ensure that all maintenance is adequately resourced and conducted to approved standards, methods and practices.

f. The SMM must demonstrate a thorough understanding of the ADF AMRs.

g. Where a SMM delegates authority within the bounds of the ADF AMRs, the SMM remains accountable for the decisions resulting from the exercise of the delegated authority.

4.5.2 Q u a l i Manager

a. The AM0 must have an appointed Quality Manager who is responsible for the Quality Management System defined in Regulation 4.4.2.

b. The person appointed as the Quality Manager must have qualifications, training and experience appropriate to the management of quality systems.

4.5.3 Maintenance Personnel

a. An AM0 must have sufficient personnel for the planning, performing, supervising, inspecting and certifying of maintenance.

b. The SMM, or delegate acceptable to the TAR, must authorise personnel involved in planning, performing, supervising, inspecting and certifying maintenance as necessary to meet the maintenance requirements within the AMO.

c. Personnel authorised to perform or certify maintenance must meet the qualification. training and experience requirements of a standard acceptable to the TAR.

d. The SMM, or delegate acceptable to the TAR, must ensure all personnel planning, performing, supervising, inspecting and certifying maintenance are competent to comply with the technical airworthiness requirements embodied in this manual to a level commensurate with their position.

e. On a periodic basis not exceeding 12 months, authorised personnel must be formally reassessed and re-authorised by the SMM, or delegate acceptable to the TAR, to ensure;

(1) the basis for the person's authorisation remains valid;

(2) all required training has been carried out; and

(3) the assigned authority accurately reflects the intended employment of the person.

f. The AM0 must use and maintain a system to record all assessments and authorisations.

4.5.4. Human Factors and Maintenance Error Management

a. The AM0 must establish and maintain a system for the identification, notification, reporting and management of human factors and maintenance errors within the AMO.

b. The system for the management of human factors must ensure:

(1) that personnel do not perform maintenance of State Aircraft andlor Aeronautical Product when their performance would be impaired; and

(2) personnel notify their responsible manager, when they are subject to psychological or physiological factors that would, or might, impair their ability to perform maintenance.

c. The AM0 must establish a program of continuation training on human factors and maintenance error management awareness for all personnel and retain a record of that training.

d. When incorrect or inappropriate maintenance has occurred, the AM0 must conduct an investigation and formally report the incident to the Sponsor and the TAR.

e. Only competent and authorised personnel, who have received human factors and maintenance error management training, may conduct investigations of maintenance related incidents

4.6. FACILITIES

4.6.1. AM0 Facilities

a. The AM0 must have, or have access to, the necessary facilities for all management, planning, certification and maintenance conducted of State Aircraft and/or Aeronautical Product.

b. Facilities must be provided and used forthe storage of State Aircraft and/or Aeronautical Product and maintenance documentation for which the AM0 is responsible. The facilities must:

(1) provide security;

(2) where appropriate, provide adequate segregation; and

(3) minimise deterioration, contamination, corrosion and damage.

ANNEX E TO DGTA NPRM 03-08 DATED 13 NOV 08

REGULATION 5

AIRCRAFT MAINTENANCE AND MANAGEMENT PROCEDURES

5.1. CONDUCT OF MAINTENANCE

5.1.1. Authorised Technical Data

a. For the purpose of this regulation Authorised Technical Data is any technical publication, instructions, order, directive or data approved for use by DGTA-ADF or the relevant AEO for the conduct of maintenance of State Aircraff andlor Aeronautical Product.

,.*.~>.. . ~W :. >

b. The AM0 must hold, and use, applicable current Authorised Technical Data. ,,,,* >>:*-s:::, :. a. s.?. >.:. :. .,, .*

c. The AM0 must notify the maintenance data sponsor of any inaccurate, incomplet&*.or %&guous procedure, practice, information, or instruction contained in Authorised TechnicaliQ& ,x+h~ a used by the AMO.

..: <.:> pti- .... <?

& e& d. The AM0 must maintain a system for management and review of ~ u t h o r i ~ ~ $ & a l Data. ,,.. :s*>q <>*+:< ::.

..:>. - <.

e. Authorised Technical Data must:

(1) be complete and up to date,

(2) be maintained in good order,

(3) be accessible to personnel,

(4) be applicable to the scope and level of n+&$e~.n$ ; ... ... +; ..... being conducted, . A "i ,... :.:.. *, :

(5) be supported by a master document '~rx'h@rdallowing the amendment status and document ..>.

completeness to be ascertained, a@%.. ., .&ew >y *

>>. >. b. (6) contain or display: 4 -:& . ,

'*'<:;+, Y>../ .', . ' ( their authority )

i .<: ,**,,' 4 ...<. : .:

(ii) documentpam& ?*+.-*:,. :. " ,A

(iii) date o@u%?jfdb ?.:. :. .x... * :.>z~, l ...y >:+.

~~~ (. &; " Iv) , umenBSponsor details.

.>:~.: '%*+

f. The ~ ~ & & i k s t dt i fy the Sponsor when the AM0 cannot comply with any Authorised Technical

g. .&@re"& ...... ..... ~ 'haterial not classified as Authorised Technical Data must be clearly identified as such w...~ ,MZ$~,~ p S t not be used to conduct maintenance of State Aircrafl and Aeronautical Product. , ~.~,. ,** .% ~. '*<.~ "

h. .*%~f$e SMM may authorise a local maintenance procedure to amplify or clarify AEO or DGTA-ADF ,, 'authorised maintenance procedures.

5.1.2. Maintenance Certification

a. For the purposes of this regulation certification means the act of an authorised person signing that they have discharged their responsibilities for a specific task.

b. All maintenance must be accurately and progressively documented and certified by an authorised person.

c. An authorised person must only certify for maintenance that they have performed or supervised.

E - 2

d. An authorised person must only certify maintenance, or maintenance tasks, as complete when:

(1) the maintenance was performed by authorised persons,

(2) the maintenance performed was appropriate to the required maintenance,

(3) maintenance was performed in accordance with the AMO's Maintenance Management System,

(4) all foreign objects have been removed, and

(5) any follow on tasks have been identified and documented. ....> .

> _ :, ~ ..... : .,,%.

e. The authorised person who certifies maintenance, or maintenance tasks, as ~ ~ m p l e ~ ~ ~ @ S . **.:* \.....

responsibility for that maintenance. .< + $ , +* 9 .a>.

.+a,, i ,~

5.1.3. Independent Maintenance Inspections (IMI) .&.. -~?<*~. . x t ,, ,G*9,. *ti. .,,

a. Only authorised personnel who have not been involved in the maintenance$&?i$$ inspected can perform IMls.

x> *\ %?,,,,> .%..%.......,. ~ .....x:<.y._.* x. ,. .~:..:*:>..

b. lMls must be performed whenever any safety critical item on the,&)lowiriQ~systems is replaced, adjusted, repaired, modified or reconnected: : .%*;

+:~. >" i,

<$*.:.. @+ ... ... Y.>.

(1) flight control; .:~>..

(2) engine control;

(3) undercarriage, brake and steering control;

(4) installed airborne oxygen:

(5) aircrew escape;

performed at the completion of

#,.. .s-. .... xx...:

(2) ope[af&th . ..~.... . fulhange and freedom of movement, and in the correct sense. .. %*, .,.. ,.-3>.; .. /

d. lMls ,musfi$e ..?. performed during, or at the completion of, maintenance as specified by the relevant A E O ~ ~ ~ ~ .;:><$re. "

e. ~ ~ ' ~ ~ ~ : ~ ~ $ O may specify additional IMI requirements. ,,%%a, 'a>.

,{ .* ..:.:..~.~ .,J,, ~..:: f?+* 9 l@k must be certified in accordance with Regulation 5.1.2.d.

...a. ,I' <<,,

5.1.4: Maintenance Release of Aircraft

a. At the completion of all required maintenance and prior to aircrew acceptance of an aircraft, a certification must be made in the applicable aircrafl maintenance record.

b. A person certifying the release of an aircraft from maintenance must ensure:

(1) all required maintenance has been completed and certified, or a determination has been made in accordance with Regulation 5.1.6 to defer any required maintenance;

(2) the aircraft is in the approved configuration:

5.1.7. Maintenance Test Flights

a. Maintenance test 'ghts must be canied out whenever a safety witical item is changed, adjusted or maintained, and safe and correct operation of the applicable system cannot be proven by means of a workshop test or maintenance ground run.

b. Where workshop tests and maintenance ground runs can be performed to prove partial, safe and correct operation, these workshop tests and maintenance ground runs must be successfully performed before a maintenance test flight.

c. AMOS must provide aircrew with AEO-approved maintenance test flight schedule documentation covering the range of applicable functional tests and checks to be performed.

5.1.8. Maintenance Ground Runs

a. Maintenance ground runs must be performed when the safe, full or partial correct operation of an aircrafl needs to be proven before the aircrafl is returned to service, or cleared for a maintenance test flight.

b. Maintenance ground runs must be performed in accordance with AEO-approved procedures.

c. Maintenance ground runs must only be performed by authorised personnel.

d. Engine ground runs of rotary wing aircrafl with engaged rotors must only be performed by authorised aircrew.

5.2.9. Aircraft Ground Handling

a. When ground handling aircrafl, only AEO approved equipment and procedures are to be used.

b. Only authorised personnel can perform aircrafl ground handling.

c. The AM0 must only use marshalling signals approved and specified by DGTA-ADF.

d. The AM0 may approve locally developed marshalling signals, which do not conflict with those approved by DGTA-ADF.

e. The AM0 must document Marshalling signals used by the AMO.

5.1.10. Structural Repairs

a. Details of all structural repairs to primary and secondany aircrafl structure, including repair by replacement, must be forwarded to the relevant AEO.

b. Where the structural repair is outside the scope of the AEO Authorised Technical Data, the AM0 must request a repair scheme from the AEO. The request must contain the following information:

(1) State Aircrafl or Aeronautical Product identificationlserial number,

(2) details of the damage, including location,

(3) relevant maintenance publication that makes reference to the damaged area, and

(4) where applicable, details of a proposed non-standard repair.

5.1.11. Weight and Balance

a. Accurate and current weight and balance information must be maintained by the AMO.

b. State Aircrafl and AEO nominated Aeronautical Product must be reweighed:

(1) after any maintenance activity which is likely to markedly alter the weight or 'Centre of Gravity'; and

(2) as otherwise nominated by the relevant AEO.

c. The AM0 must forward details of all weighs to the relevant AEO.

5.1.12. Contingency Maintenance and Battle Damage Repair

a. Where a Contingency Maintenance (CMAINT) and Battle Damage Repair (BDR) capability is required the AM0 must:

(1) have documented CMAINT and BDR procedures which are approved by the relevant AEO;

(2) ensure that the CMAINT and BDR techniques are documented in accordance iyjth the I " . approved maintenance recording system; and + ~ ; ~ k m ~ ? ~ l . x ,

:. ~~~ *+ -$:>. v*,,/ (3) ensure that only authorised personnel perform BDR. .~= .>. .", " "

~.% 3 ...: .,. A&,, 1

b. CMAINT procedures must only be invoked for declared contingencies. ...+:*=%. '.i7,#z .< ...x< ,*.

x Y$>. <:, .:<

c. Training in the application of BDR techniques must only be performed on tr&,&:aid$. ._._ .,.:: flq~~;;~,,

d. The AM0 must provide details of all CMAINT and BDR repairs to the relbyant AEO at the earliest ~.>.,,&.

possible opportunity. i . .::x%>. .:... ?' &*

e. The AM0 must ensure that State Aircrafl and ~eronautical.rrod?%~"bject to CMAINT and BDR action are surveyed, as soon as contingency circumstan~e~~~$$~a_.e, fo determine action required to recover technical integrity. ,,, -..- ,:.

'*,, *, ,- ..... 3 ... .@2~>~&*, .-

f. The AM0 must ensure that State Aircrafl and ~er@&&froduct subject to CMAINT are returned to peacetime maintenance immediately continge~$@rcu@stances .... .. cease. *"**+? ..%> +.~.

g. The SMM may approve the use of salvag8&:>.~e&fiautical ~>>. Product without AEO approval when CMAINT has been invoked. ~..

X<.Y. . ,. y2** .*

,,"*>f 2<

/ +. , . . r .. %*.~ d?

5.2. MAINTEWNN &CORDS and DOCUMENTATION ~?..

,,A,.. w.. j .:.>. ,:

5.2.1. Maintenance Records .. $pd8b&"mentation ,*, Requirements 5 .~.

.*<>>. ..%..,

a. The AM0 must esg&ii2,i maintain a system to document all maintenance on State Aircrafl and wJ~ch they are responsible. Aeronautical Prod + ,,

i... *+ ~~. a,.,

&tries pertaining to the completion of maintenance in the State Aircrafl andlor ct Maintenance Records must be authorised to do so in accordance with

rform the tasks in accordance with Regulation 5.1 and Regulation 5.4

aintenance Records describing unse~iceable conditions must contain:

person making the entry, ~... . .=.. 3 ..... <!*Sj

an accurate and concise description of the unse~iceable condition or the required maintenance, and

(3) the date and time the unserviceable condition was entered

d. Entries pertaining to the completion of maintenance must:

(1) accurately describe the maintenance performed;

(2) where appropriate, make reference@) to the relevant Approved Maintenance Data used in the performance of that maintenance; and

(3) contain certifications that comply with Regulation 5.1.2 and:

E - 6

(i) identify the person who made the certification,

(ii) stipulate the capacity in which the certification was provided, and

(iii) document the date and time of certification.

e. Maintenance Records must contain sufficient detail to show the make, model, identification number andlor serial number of the State Aircraft or Aeronautical Product being maintained.

f. Maintenance Records must be:

(1) controlled (serially, where appropriate);

(2) legible and comprehensible;

(3) unable to be changed, either deliberately or inadvertently without leaving evidence that a change did take place and maintaining legibility of the original data;

(4) stored and supported in such a manner as to retain readability (visual or electronic) for the required retention period;

(5) protected against loss, damage and unauthorised alteration; and

(6) able to be secured.

5.2.2. Falsification, Reproduction or Alteration of Maintenance Records

a. Personnel must not make fraudulent or false entries in any Maintenance Record, document or report that is required to be kept or used to show compliance with any requirement of these regulations.

b. Personnel must not be caused to make fraudulent or false entries in any Maintenance Record, document or report that is required to be kept or used to show compliance with any requirement of these regulations.

c. Personnel who perform an alteration or reproduction of a Maintenance Record in accordance with Regulation 5.2.1 .f (3) must be authorised.

5.3.REPORTlNG AND INVESTIGATION REQUIREMENTS

5.3.1. Reporting of Unserviceable Conditions

a. Details of all unselviceable condiiions discovered, experienced or reported during operation or maintenance must be recorded at the first opportunity afler identifying the condition, and at least before release of a from maintenance.

b. Unserviceable conditions must be documented in a relevant and approved State Aircraft andlor Aeronautical Product Maintenance Record and completed in accordance with the requirements defined in Regulation 5.2.1 d.

c. When an unserviceable condition is the result of other than fair wear and tear, the AM0 must prepare a documented report meeting the content and reporting time-limits defined by the relevant AEO and forward it to the AEO.

d. The AM0 must ensure that State Aircraft and/or Aeronautical Product that are subject to reporting of an unserviceable condition in accordance with Regulation 5.3.1 .c are quarantined from other State Aircrafl and/or Aeronautical Product, and appropriately identified to show the item is subject to reporting action.

5.3.2. Reporting of Unaiiworthy Conditions

a. An AM0 must report to the relevant AEO within 24 hours any unserviceable condition which:

(1) could cause the loss of an aircraft or,

(2) is a failure of an emergency system or life support system, or

(3) could adversely affect wider fleet operations.

5.3.3. AM0 Investigation of Reported Unse~iceable and Unairworthy Conditions

a. Unless otherwise specified by the relevant AEO, all unserviceable and unairworthy conditions reported in accordance with Regulation 5.3.l.c and 5.3.2 must be investigated by the AMO, and a report forwarded to the applicable AEO within 15 working days.

b. The AM0 must report to the relevant AEO within 24 hours when, during an investigation the AM0 becomes aware of a condition which could: ..,. * t - .: :...~ <-.: .Y<<< ..

(1) cause the loss of an aircrafl, or p, - - < - .*. %*. >\,*~>+ 'Q,

.Ai (2) adversely affect wider fleet operations. ..>> s . :... . s I

.. ..... .% \ ....... ,,,,dn/ " 5.3.4. Other Reporting Requirements & % .,$ >x

A,,,%. 3 *%, *,*,. /

a. Unless covered as part of a report submitted in accordance with Reg&@&&&.%.l.d or 5.3.2., the AM0 must subml a report to the applicable AEO where: ..... ..... ........ , .. . . . y

'>>.:< .. ...... . . . .

(1) unapproved Aeronautical Product has been received, ;*. ' x. ./,<? '?*;. *~' -*,

(2) an installed aircrafl system component has been j&&fi.ed a's an unapproved Aeronautical .: X.X. :>: :. -<<,

Product, ,.>. ~. \>.

*,%, - .....<.A .. /~~@Y4&w?% .< ,.. ,&,*,.

(3) a system or component is believed to mafeii@e@tate Aircrafl or Aeronautical Product substandard for the required system perfop&nce,%r

~<, %a -B* >.<<..< 3 ." "r

(4) the packaging of State Aircrafl or ~ e r 6 % . t i ~ ~ r o d u c t compromises technical integrity. ... .... : ,L,. . Y,. <

b. The AM0 must comply with any other f a i ~ ~ ~ a f ~ ~ a i r w o r t h y condition reporting requirements defined by the AEO for the State Aircrafl or&erona$kal Product.

.A ~:<*,. 3. +,~ ...* .>.

c. Unless otherwise stated by th&f~k2d%esponsib~e AEO, the AM0 must comply with all reporting requirements defined in apph.iab&&dhorised G ... .*.. Technical Data.

..T,~ >. 5,&&how .......... ...< .. ..>>: ...* ..... EQUIPMENT AND AERONAUTICAL PRODUCT ... ... ...

5.4.1. Tools ..

..>:~. ~<...

a. An AM0 iWst have, or have access to, the necessary tools and support equipment to conduct maint%%ff$6f State Aircraft and/or Aeronautical Product.

have a documented system which ensures all tools and support equipment, used in the and sewicing of State Aircrafl andlor Aeronautical Product are:

.>*>. ..>>. .. .<~k .:a ... :~: . . . . ... ... ..>>. - ) serviceable;

(2) appropriate and approved for maintenance for which they are employed;

(3) calibrated (where applicable); and

(4) individually identified.

c. In addition to Regulation 5.4.l(b), an AM0 performing maintenance of complete aircrafl or aircrafl engines must;

(1) individually trace the tool to the job; and

I (2) account for tooling at shifl changes and at the completion of maintenance.

d. Where the Authorised Technical Data specifies a particular tool or support equipment, the AM0 must use that tool or support equipment unless the use of alternate tooling or support equipment is approved by DGTA-ADF or the relevant AEO.

e. Where a tool or item used in maintenance can not be accounted for, all State Aircrafl, Aeronautical Product or equipment in the vicinity in which the tool may have been used or stored must not be released from maintenance until the tool or item is found, or the SMM, or delegate, is satisfied that the tool or item has not been lefl in any of the State Aircrafl or Aeronautical Product in question.

~ 5.4.2. Local Manufacture or Modification of Standard Tools

I a. The SMM may authorise the local manufacture, modification and use of standard tools.

I b. Where a standard tool is to be locally manufactured or modified, the SMM must ensure that:

1 (1) the tool is fit for the intended purpose,

I (2) the tool is appropriately identified,

(3) documentation detailing the tool's purpose, maintenance policy, and correct use is detailed in a local procedure, and

(4) the relevant AEO is provided a copy of the documentation required by Regulation 5.4.2.b(3). I

I 5.4.3. Aeronautical Product

a. The AM0 must document maintenance and logistics procedures for management of Aeronautical Product within the AMOS control.

I b. Prior to the installation of Aeronautical Product to higher assemblies, maintenance personnel must

I ensure that all reasonable steps are taken to qualify that product.

c. AMOS must ensure that:

(1) all Aeronautical Product has been identified from the relevant AEO-approved parts list; I

(2) all Aeronautical Product is sourced from the relevant AEO-approved manufacturer, nominated agent or accredited vendor;

(3) initial receipt inspection requirements defined by the procurement I ordering authority, where applicable to the AMO, are conducted;

(4) an identification and tracking system, records and tracks each Aeronautical Product that is received, stored, issued and used within the AMO;

(5) only approved Aeronautical Product can be installed or used on State Aircrafl andlor Aeronautical Product;

(6) except when fitted to State Aircrafl or other Aeronautical Product, all Aeronautical Product is to be labelled, to provide the following information:

(i) item name;

(ii) manufacturers part number@);

(iii) stock number (where applicable);

(iv) serial number or batch 1 lot number (where applicable);

(v) status and the date of status change (where applicable); and

(vi) name@) and signature@) of person@) certifying the equipment as serviceable or unserviceable (where applicable).

(7) handling and storage of Aeronautical Product is carried out in a manner that prevents damage or deterioration;

(8) all Aeronautical Product is packaged and labelled to the extent necessary to ensure conformance to all required standards stipulated by the relevant AEO;

(9) all Certificates of Conformity (C of C) or AEO-approved equivalent documents are retained .: .<

where applicable; ,.,,2G+, :: ~x,x~3hYF- -.. s . . . ~ > T % .%,% :**.\<>

(10) suspect unapproved Aeronautical Product must be investigated and report'qh,y the procurement authority and DGTA-ADF;

.:.&>...~ <. ..... ,.. ... < .... ._ \ "2;hntined from (1 1) any Aeronautical Product which is subject to investigation is segregate$an 9

other Aeronautical Product, reported and labelled with investigatii '@d,full identification *<x +a,,

details; .~sz:~>~s>x~: .... .....< <... <<<. I-. ;., .. ~..

(12) unserviceable Aeronautical Product must be separated from s&6$gabi6.~eronautical Product; ..... ...c.. .. i

(13) Aeronautical Product that is to be transported is packaged:?QQ&fid and transported with all applicable documentation in accordance with AEO re4'frements; and

...:?\ <%:g#zA* ,:~.

(14) Aeronautical Product identified for disposal musfZ~:&?&ated and disposed of in a manner determined by, the relevant AEO. [*,Zsiiei/ ;.

\ r 8 a ; ~.>;> a g

5.4.4. Transfer of Aeronautical Product ( ~ a n n i , b a l ' i ~ ~ o b b e r y ) .... " " ........ ... .>.. :. ...... . ,..

a. Where an AM0 elects to transfer Aerona@al Product from an aircraft or higher assembly, the AM0 must validate the selviceabilitv of the can6ihbed Aeronautical Product Drior to, or on installation of the product.

.,.. .<. "*. '2 ",. .<* < ,%*,A .. ~. B ""SS.AIRCRAFT ACCIDENTS

/,A. .$..~ > / *, ,#,, > " 7:v:>v>. ..

5.5.1. Initial ~ e q u i r e ~ t % % ,,3 ..:$< 3 *A' '.'%. <&? *< .......> ~Y

a. The AM0 , c o 8 ~ f ~ w i t h all accident reporting requirements defined by the Sponsor and the relevant A€

~.<.. / s,,, b. On n o t i f i w n of <n aircraft accident, the SMM must ensure that, for the affected aircraft, all actions

are ta&.$opreserve evidence both at the accident site and within the AMO. ~.~ Y" ..<*.* ..

5.5.2. .cri:x ..... geC&ry .....\..... .. of Aircraft A,s%+,x~: ??., - $ y

a'. % + ere an AM0 is responsible for the recovery of accident damaged aircraft the AM0 must: *?/

(1) have procedures for the recovery of aircraft;

(2) have, or have timely access to any required recovery equipment;

(3) have competent and authorised personnel to perform the recovery procedures; and

(4) advise the AEO of the details of damage to the aircraft

b. Where the risk can be justified in the opinion of the SMM, the SMM may, with approval from the operational commander, approve the use of documented ABDR techniques to enable the recovery of a damaged aircraft to an appropriate maintenance location.

5.5.3. Salvage

a. Aeronautical Product that has been the subject of an aircrafl accident must only be reused following authorisation by the relevant AEO.

ANNEX F TO DGTA NPWl03-08 DATED 13 NOV 08

SECTION 4

CHAPTER 1

TAR APPROVED MAINTENANCE ORGANISATIONS

GUIDANCE - REGULATION SPECIFIC

Applicable Regulation

Regulation 4 . . . . . .

INTRODUCTION ........ ......... ....... ... ... . . . .

1. The Technical Airworthiness Regulator's W) responsibilities for technical airwo&ess State Aircraft andlor Aeronautical Product include organisations that are approved by the'T maintenance of State Aircraft andlor Aeronautical Product. These approved organisationsih. referred as TAR Appmved Maintenance Organisations. This chapter provides guidance on TAR Approved Maint,&ce Organisations that can be used, and managed by relevant Sponsor organisations, to conduct maintenance. . . '~?:..

: .:.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... PURPOSE .: ................. ....... . . . . . . . . :.:z... . : :::... ...

... ..... 2. The purpose of this chapter is to provide guidance on: . . . ..... . .

a. the TAR Approved Maintenance Organisations that can :be used '$0 conduct maintenance of State ... Aircraft andlor Aeronautical Product: . .

....

b. the role and responsibilities of the Sponsor; . . . . . . . . . . . . . . . . . . . . . . .

c. how an organisation becomes a certified ~uthoqiked ~ a i n t h c e Organisation (AMO);

d. elements that an AM0 must have w i t h i ~ ~ ~ ~ ' ~ t & c e Management System (MMS), including personnel requirements, human factors ~ . m q i n $ e f i c e error management system, and facilities;

. .

e. the criteria that Design Acceptan~e,.,~Rep~ntatives PARS) must comply with when granting Temporary Maintenance Authority (TkfAf:.:ad

. . . . . . . . .

f. bow organisations, or pers ed in management or conduct of maintenance, may request an Exemption from one or m

. .

SCOPE

sist an organisation in undersmnding the ADF AMRs by providing guidance for TAR Approved sations that can be used, and managed by relevant Sponsors, to conduct maintenance of S cal Product This chapter uses the following format to address each

. Philosophy and concept is the information that provides, from an reason for the regulation.

ss Reference. Cross reference refers to any current ADF publications andlor other regulatory ems (Civil Aviation Regulations (CARS), Federal Aviation Regulations (FARs), etc) which relate

Explanation and Amplification. Explanation and amplification information provides clarif~cation of the intent of the ADF AMRs. Also highlighted (where applicable), are how and why the ADF AMRs differ from civil regulatoly requirements.

d. Acceptable Means of Compliance. Acceptable means of compliance information provides a means by which the regulation can be met. It should be noted that this is not the only acceptable compliance method available to the organisation

REGULATION GUIDANCE

REGULATION 4.1.1 -APPLICABILITY - WHO MAY MAINTAIN STATE AIRCRAFT AND I OR AERONAUTICAL PRODUCT

Philosophy and Concept

4. The ADF Arcraft Mamtenance Regulatory framework descnbed m tlus manual promulgates the m m u m techcal a m o a e s s cntena for the mamtenance of State Arcraft and/or Aeronauhcal Product The Chef of A r Force is responsible for techcal anwortluness of ail State Aircraft and delegates h s authonty to the TAR, who has estabhshed the techcal amonluness regulatoly framework for mamtenance of State hc ra f t and Product

The mtent of tlus regulahon is to iden@ all rmlitaq and commercial orgarusahons, with and outside Au

defmed as follows

a. C e ~ e d Authonsed Mamtenance Orgarusat~ons (AMOS) as r e q w d by R

b. Orgarusauons that are part of an AMO's Mamtenance Supporl Network 4 4 3, and are conductmg mamtenance on be mamtenance,

c. Orgarusatlons granted TMA by the DAR as r e q m d by Regulaho

mamtenance performed,

e. Authorised Engineering Organisations (AEOs) bdertak& maintenance coniined to the installation of modifications, which have been developed bythat:?AEO as required by Regulation 3.5.20.c.; and

f. The TAR approves an orgamsahon b TAR'S assessment of the orgmsation's MMS m accordance wlth Regulation 4 1 5 ppmval wlll be for a defmed penod, and the orgmsabon wdl be limted m scope and 1

5. Technical airwolthiness assnrang:.%,,m&tained by reviewing, assessing, and audithg p respective and established TAR Approved MaintenanceOrganis@ions to conduct maintenance. Each Sponsor, acting as the owner (and sometimes the operator) of State.,Aircraft 'andlor Aeronautical Producf is also involved in the technical airworthiness assurance process. The Sponsor contributes to technical airworthiness assurance by prescribing the scope and level of maintenance; $&::is..&sponsible for maintenance management support for TAR Approved Maintenance Organisations to @ndua:n&tenance of State Aircraft andlor Aeronautical Product.

. .

6. Technical airwo&hess''&s&u&ce is maintained by: . . .. . . . .

a. the Spon&k,ensuring that only TAR Approved Maintenance Organisations are used to conduct d t e n a n c e ; '.

b. ':DGTA-ADF assessing new applicants for AM0 cenification for compliance with the ADF AMRs in

.. . . eordance with the proposed scope and level of maintenance to be conducted;

TA-ADF compliance assurance actrvlhes of prospectwe and estabhshed Sponsor and TAR roved Mamtenance Orgmsahons, and

. ... ~ . . : d. the TAR managing compliance or limiting, suspending or withdrawing AM0 ce&ications or other

.... TAR approvals from organisations that fail to abide by their certiJ5cation I approval responsibilities.

Cross References

7. The following references are relevant to the requirements of this regulation:

a. DI(G)OPS 02-2 Australian Defence Force Airworthiness Management;

b. European Aviation Safety Agency (EASA) 145; and

c. Federal Aviation Agency Regulation Pt 43-1.

Explanation and Amplification

8. Clause a. The only organisations that are permitted, by the ADF AMRs, to be used by Sponsor organisations to conduct maintenance of State Aircraft andlor Aeronautical Product are those organisations defmed as TAR Approved Maintenance Organisations.

9. Clause b.

a. Clause b.(l). Unless the TAR provides other specific approvals, military and commercial organisations seeking to conduct maintenance of complete State Aircraft or complete engines are required to be certified AMOs. To qualify as a cemfed AMO, an organisation must hold a current Maintenance Authority Certificate (MAC) issued by the TAR. Each MAC consists of a cemfcate signed by the TAR with an accompanying Schedule that details the scope and level of maintenance.

Sponsor activities are regulated by the TAR to ensure that Sponsors only use TAR Approved Maintenance Organisations to conduct maintenance of State Aircraft andlor Aeronautical . . . prod%.^,.., .

. ..

Comnicrcial AMOs can become. or remam cenilicd AMOS lfthey dcn~onstrate a regulator). compliant Mamtcnance Managenlent System ( W S J Wllcrc AM0 ccnlficauon IS a contractual requirement for a commercial organisatio~ applying for AM0 certification would normally ,PC& after contract signature. In such cases where AM0 certification is a contractual require- AMNTREG- DATRMAINT's involvement should be as early as possible in the contractkg process to assess contractual linkages to the ADF AM&, AM0 certification requi ments for TAR Approved Maintenance Organisations.

All ADF AMOS conducting maintenance of State Aircraft andlor. ~e*iqyti~al Product are required to become certified AMOS and to align and sustain their m h t k c e ... activities with the regulatory requirements detailed in this manual. . .

.. ...

b. Clause b.(2). AM0 sub-contractors can only conduclmaintehce of Aeronautical Product when the services are provided as part of an AMO's ~ainte&ce..Suppoit Network (MSN) in accordance with Regulation 4.4.3, in which case the Senior ~ainte&ce:Manager of the c e ~ e d AM0 remains accountable to the TAR for all maintenance outso~~ced fmm that AMO.

. .

Organisations holding accrdtations f r o m . , ~ ~ ~ . . ~ & g i i s e d Airworthiness Authorities may be included as of an AMUS MSN conducting "".'.'.~ .:...:. '... mmtemnce of complete engines, pmvided the organisation holding such accreditations providesi::& .... ARC for the maGtenancepelfo&ed in accordance with

...:.. Regulation 4.1.4. .. ... . .. . . . . . .... . . . . . .:: . . . . . . . .. ... . . . . . ...

c. Clause b.(3). There will be:&ca&@sWhen short term maintenance support is require4 to overcome a surge in demand or for instaliation of simple modification& when implementation of the full AM0 cemfication process w ~ . d d t a k e too long or be inappropriate. In these cases, the Design Acceptance ~e~~s&tat ive . (DAR) of an ADF Authorised Engineering Organisation (AEO) may consider grantingTemporary Maintenance Authority (TMA) in accordance with Regulation 4.1.3 to an organisation to 'conduct. limited maintenance for a defined period of time not to exceed 12 months. Where an DARgrants,TMA, the DAR will be accountable for the technical integrity of the work, and responsibk for the maintenance management support of State Aircraft andlor Aeronautical Product maintained $aer TMA.

d. Clause b.(4). There may be occasions whcre maintenance could bc outsowccd to orga~us~tions that hold accredtation by other hnvorlluness Autlrorities, whch Include both chi1 and nnliwr). The TAR

s organisations that hold EASA, FAA or CASA accreditations, and which provide an le ARC for the maintenance performed in accordance with Regulation 4.1.4.

ause b.(5). Organisations may be contracted to design, develop, produce and install modifications. Where the scope of the maintenance activity to be undeaaken is confiid to modification installation and does not involve any additional signifcant aircraft maintenance, the applicable AEO may install modifications, which have been developed by that AEO in accordance with the requirements of Regulation 3.5.20.c. Under this sitnation, there is no requirement for the organisation to become a certified AMO. Any concurrent aircraft maintenance should be conducted by a TAR Approved Maintenance Organisation. Ongoing in-service maintenance of the modifcation should be conducted by an appropriate TAR Approved Maintenance Organisation, normally a certiIied AMO. Further guidance is provided in relation to Regulation 3.5.20; see Section 3, Chapter 1.

f. Clause b.(6). Resource availability and risk considerations will inevitably limit the scope of application of the ADF AMRs to industry. This may particularly impinge on overseas repair item maintenance contracts, including US Foreign Military Sales (FMS) support contracts. For such contracts, the full implementation of ADF AMRs would require resource allocations out of proportion to the risk being addressed. Where the risk of compromised ahoahiness can be assessed as acceptable, for example where contracts are underwritten by US DoD and Original Equipment Manufacturer (OEM) quality systems, the TAR may approve an organisation based on the TAR'S assessment of the organisation's MMS with the level of risk associated with the maintenance being conducted. The TAR approval will be for a defined period of time as set by the TAR, and the organisation will be limited in scope and level to conduct maintenance of State Aircraft andlor Aeronautical Product, noting that the TAR approval is not intended to apply to maintenance of complete State Aircraft or complete engines.

Acceptable Means of Compliance -Regulation 4.1.1

10. Unless subjected to other TAR approvals, the only orgmsahons that e used by Sponsor orgarusauons to conduct m t e n a n c e of State Arcraft e orgmsahons that are defmed as TAR Approved Mmtenance Orgmsahons

REGULATION 4.1.2 - SPONSOR

Philosophy and Concept

11. The intent of this regulation is to defme the role of ADF oigani~ti&s ... that are responsible for the maintenance management support of State Aircraft andlor Aeronautical Prod&,. , .

. . ....

Explanation and Amplification

12. Clause a. ADF Force Element Group Hea or other ADF orgamsahons are the only orgmsatlons that are entttled to act m the role of S mscharge them responsibilihes through mamtenance management support of State Aucraft andlor Aero

13. Clause b.

a. Clause b.(l). Sponsor actmhes ar ted by the TAR to ensure that Sponsors only use TAR Appmved Mamtenance conduct mamtenance of State Aucraft andlor Aemnauhcal product

b. Clause b.(Z). detruls to the TAR of all Orgarusahons that the Sponsor is nsmg, or is pro mamtenance Notlficahon should be ~n the form of a nnnnte wth appl~cable supporhfig mfonnahon enclosed or attached to the m u t e , and addressed to A M N T R E G - D m Tins prowdes the TAR wth wsibihly of all nnl~tary and c o m m e d orgmsahons conducting mamtenance of State Aucraft andlor Aeronauhcal Producf w t b ~ ~ ~ and outside Australla

c. Clause b.(3). Sponsors are reqwed to nohfy the TAR when the Sponsor becomes aware of adverse mamtenance issues that could affect techmcal anworthmess of State Arcraft andlor Aeronauhcal

that has been -tamed by a TAR Approved Mmtenance Orgamsahon Adverse Issues changes to key personnel, mMcant mcrease or decrease in AM0 personnel numbers, sudden

se m mamtenance tempo, or declnnng mamtenance standards The TAR wll assess each on on a case by case bas~s and advlse the Sponsor on an appropnate course of -on

Clause b.(4). Sponsors are requlred to not@ the TAR when the Sponsor no longer requues the use of an orgarusahon to conduct mamtenance Tlus ensures the TAR'S ongomg v~sibihty of all nuhtaq and commercial orgarusahom conducting mamtenance of State Arcraft and/or Aeronauhcal Product, and allows the TAR to effemvely manage ongomg comphance assurance

Acceptable Means of Compliance -Regulation 4.1.2

14. An example of a Sponsor organisation is a Royal Australian Navy Force Element Gmup Headquarters being entitled to act in the role of Sponsor, and discharge its responsibilities through maintenance management support of State Aircraft and/or Aeronautical Product maintained by Navy maintenance nnits.

REGULATION 4.1.3 -TEMPORARY MAINTENANCE AUTHORITY (TMA)

Philosophy and Concept

15. The intent of this regulation is to defme the role of a DAR, and the criteria to be applied when the DAR considers granting an organisation TMA to conduct limited maintenance of State Aircraft and Aeronantical Product.

Explanation and Amplification

16. Clause a. DARs are the only indivictuals entitled to grant TMA to an organisation to conduct limited maintenance. The intent of TMA is for short term maintenance support, and the duration of maintenance conducted under TMA is not to exceed 12 months.

17. Clause b. Unless the TAR provides other specifc approvals, military and commercial organisations seeking to conduct maintenance of complete State Aircraft or complete engines are required to be ~ertifii$~)&fOs. Therefore, organisations are not to conduct maintenance of complete State Aircraft or complete engines @dq .. .: TMA. ...

::. .. :.. .. 18. Clause c. . . . .... .: ... . .....

a. Clause c.(l). CAF, acting as the Airworthiness Authority for all State ~ira&,h&. . . . . . . . determined (at DI(G) OPS 02-2) that to be considered airworthy, from a technical . . shall be

designed, consbucted and maintained: to approved standards, by compe=aDproved individuals, who are acting as members of an approved organisation, and whose v,6rk"kcerfified as correct, and accepted by the ADF. In consid&g the maintenance activities ~2?evan&:.$o technical airworthiness management a DAR considering granting TMA to an organisation is required to assess that organisation's MMS to ensure there is a nominated individual &'the org&sation that meets the intent of Regulation 4.5.1, who will be responsible for all maintepnce wnducted of State Aircraft andlor Aeronautical Product under the TMA. This provides the TAR &th a level of confidence that the organisation has personnel in key appointments t activities in the organisation specific to the TMA granted by a DAR Refer,.. guidance on Regulaticm 4.5.1 Senior Maintenance Manager in this chapter.

b. Clause c.(2). The DAR considering grantin5:::TMA to an organisation is required to assess that organisation's MMS to ensure there arel:@qqk~niei3 processes in place for assessing and authorising personnel as competent to pelform qmintenance, that meet the intent of Regulation 4.5.3. The TAR expects that all maintenance will be performed by competent and approved individuals who are acting as members of an approved:.mgaiisati&n. Refer to additional guidance on Regulation 4.5.3 Maintenance Personnel in thi&lchapky. '.I:.

.. .

c. Clause c.(3). A ~ ~ ~ . & q & e . d . i o assess the organisation's facilities prior to granting TMA. The organisation must haye, o~havp-:access to the necessary facilities for all maintenance activities to be conducted under..^ that meet the intent of Regulation 4.6. Refer to additional guidance on Regulation 4.6 Fkillfiesht:this chapter.

d. Clause c.44). :":.A. b&ad range of technical idonnation and data including but not limited to: spdic~t ions , standards, drawings, insouctions, reports, sewicing schedules, publications, orders, and maint&ceii.manuals are necessary in the conduct of maintenance on aircraft and associated co~&~ents. A DAR considering granting TMA to an organisation is required to assess that the .organ&ation has a system in place to ensure that only Authorised Technical Data is used to conduct maintgn&ce. This provides the TAR with a level of confidence that the organisation has access to

information and data in the conduct of maintenance by the organisation being r to Section 4, Chapter 2 for additional guidance on Regulaiion 5.1.1 Authorised

... . . '.<.. ,.,. . .

. ... . Clause c.(5). For the pupox of Regulation 5.1.2, cemfication means the act of an authorised person signing that they have discharged their responsibilities for a specific task. The act of certifying also signifies that the person has performed the maintenance that has been certified, and that the maintenance is complete and appropriate to the required maintenance. A DAR consideling granting TMA to an organisation is required to assess that the organisation has a system and procedures in place to ensure that all maintenance performed is certified in a manner that meets the intent of Regulation 5.1.2. Refer to Section 4, Chapter 2 for additional guidance on Regulaiion 5.1.2 Maintenance Certification

f. Clause c.(6). An organisation under consideration to be granted TMA must have procedures in place to prevent the ingress of foreign objects into, and the detection and removal of those objects from, State Aircraft and/or Aeronautical Product. This provides the TAR with a level of confidence that the organisation has processes and procedures to control foreign objects during the conduct of maintenance.

F - 6

g. Clause ~ ( 7 ) . An organisation under consideration to be granted TMA must have procedures in place to document and ce&y maintenance in a manner that meets the intent of Regulation 5.2. Refer to Section 4, Chapter 2 for additional guidance on Regulation 5.2 Maintenance Records and Documentation

h. Clause ~ 4 8 ) . A DAR must ensure that unserviceable and unairwo~thy conditions and maintenance incidents that occur during maintenance conducted by an organisation granted TMA are reported and investigated in accordance with Regulation 5.3. Refer to Section 4, Chapter 2 for additional guidance on Regulation 5.3 Reporting and Iwestigation Requirements.

i. Clause c.(9). A DAR must ensure that a l l tools and support equipment required by an organisation granted TMA are managed meeting the intent of Regulation 5.4.1. Refer to Section 4, Chapter 2 for additional guidance on Regulation 5.4.1Tools and Support Equipment.

j. Clause c.(lO). A DAR must ensure that all Aeronautical Product maintained, stored, organisation granted TMA meets the intent of Regulation 5.4.3. Refer to Section 4, additional guidance on Regulation 5.4.3 Aeronautical Product.

19. Clause d. The TAR requires a level of technical airworthiness assurance of products"& organisation granted TMA by a DAR. A level of technical airworthiness assurance is p ~ . , : ~ r o v i d e d through product acceptance checks when items are retumed from maintenance by an organisation ,@t&&..TMA: The DAR is required to specify product acceptance checks, to be carried out by a nominated representative for items maintained under TMA. The product acceptance checks are to be specific to each item maintainedMder TMA. The level of technical airworthiness assurance would be strengthened by combining product a c e q m m checks with functional testing post installation in the aircraft. .. . .. ... ... .. .. .. . . . .

20. Clause e. The TAR requiresvisibility of all military and commercial oiganisatibns conductkg maintenance. In order to provide the required vi when TMA has been granted, suspended, removed or expired. or email with attached supporting information.

21. Clause f. DARs are to carefully consider the gran there may be occasions when the scope and ill require direct DGTA-ADF

Acceptable Means of Compliance - Regulati

22. An example where to an organisation to conduct limited maintenance safety critical item, and the

maintenance activity is not expected toe

. . .

REGULATION 4.1.4 -AIRWORTHINESS AUTHORITY ACCREDITATIONS RECOGNISED BY THE TAR . . ... . . .... : . ... .. :.

Philosophy and concept . . . .. .. . . .

23. The ~AR.c&~pi&k~:..that organisations that hold accreditations from certain Airworthiness Authorities can conduct mainte&&,:$f Stat6 Aircraft and Aeronautical Product Maintenance conducted by organisations that hold accreditations fxm TARrewgnised Airworthiness Authorities is deemed to have been conducted within a regulatory

t o the ADF technical airworthiness regulatory framewolk, provided that maintenance is

24.1".:i:, . .

The following references are relevant to the requirements of this regulation: ... .. .::. :

a. Regulation 42WA of CAR 1988, specifies the information that is to be contained in documentation covering the supply of certain Aeronautical Products;

b. Civil Aviation Advisoly Publication (CAAP) 42W-1 identifies overseas documentation acceptable to CASA and specifies the appropriate documentation for release or return to service of Aeronautical Products in Australia;

C. CAAP 42W-2(3): Authorised Release Certificate;

d. EASA Part 145.A.42 Provides guidance on the information to be provided on the EASA Form 1 Authorised Release certificate:

e. FAA 14 Cwrent FAA Regulations (CFR) 43.5 and Advisoly Circular (AC) 2062D Provides information and guidance for use in determining the quality, eligibility and traceability of aeronautical parts and materials intended for installation on U.S type-certificated products and to enable compliance with the applicable regulations; and

f. AAP 7001.053 Regulation 2.2.7 Recognition of Prior Acceptance

Explanation and Amplification

25. Clause a.

a. Clause a.(l). Form 1 is the ARC used by EASA. Fnrther details on EASA Form 1 can be found on the EASA website.

b. Clause a.(2). FAA 8130 is the ARC used by FAA. Further details on FAA Form 8130 capbe found . .

on the FAA website. . . ............... ............. .......... . . : ,.

c. Clause a.(3). Form 917 is the ARC used by CASA. Fnrther details on CASA Fo&"?h&G . . . be ... found on the CASA website. :<

.::. : .......

26. Clause b. There are many Airworthiness Authorities in the civil aviation industry ba..:&se ARCS, or an equivalent document. Therefore, a Sponsor may apply to the TAR for approval to usei'organi'sations that hold accreditations from Airworthiness Authorities other than EASA, FAA or CASA, or other Ivfilitary Airworthiness Authorities. In such cases, the Sponsor is required to provide information in :the application, and also provide any additional information when requested by DGTA-ADF.

Acceptable Means of Compliance -Regulation 4.1.4

27. CASA approved orgamsatlons holdmg CAR 30 approvals, an ARC (CASA Form 917) for the mamtenance performed would be an orgmsauon that the TAR approvmg to conduct mamtenance of State Amraft and/or Aeronautlcal Product

REGULATION 4.1.5 -OTHER TAR APPROVAL

Philosophy and Concept

28. Resource avaz ly llnut the scope of appl~catlon of the ADF AMRs to industry Tlns m m e n a n c e contracts, mcluudmg US Foreign m t a r y Sales (FMS) contracts, the full implementahon of ADF AMRs would requlre resource allocations ou

Explanation and Amplific

29. Clause a The n is to afford Sponsors flexlbllity m the mamtenance envuonment The followmg sub-clauses de n the TAR may approve the use of an otherw~se non-TAR Approved Mamtenance O r g W o n and the subsequent reqwements that a Sponsor will need to adhere too

a. Clause a.(l). The mtent of tlns regulation is to lughhght that where the nsk of comprounsed arworkhmess can be assessed as acceptable, for example where contracts are u n d m n e n by US DoD

may approve an orgamsatlon to conduct mamtenance of State The TAR approval wdl be for a defmed penod of tune as set by lumted m scope and level, notug that the TAR approval is not

ended to apply to mamtenance of complete State Aucraft or complete e w e s

Clause a.(2). The TAR may approve an orgmsatlon to conduct mamtenance of State hrcraft andlor Aeronantlcal Product based on the TAR'S assessment of the orgamsatlon's MMS wrth the level of nsk assoelated with the mamtenance being conducted

c. Clause a.(3). Spomrs must apply to the TAR for ayproval to use an orgarusahon to conduct mamtenance of State hrcraft and/or Aeronauttcal Product when the resources requued for that orgamsatlon to become a cerOtied AM0 are considemi excessive, and the orgamsatlon has a MMS commensurate with the level of nsk associated with the mamtenance being conducted The apphcatlon would normally be In the form of a m u t e or letter with attached suppoltlng lnformatlon

30. Clause b.

a. Clause b.(l). The Sponsor's apphcahon to the TAR must mclude the name and address of the orgmsatlon proposed to conduct mmtenance

F - 8

b. Clause b.(2). The Sponsor's application to the TAR must include details of the organisation's MMS. This will provide the basis of the TAR'S assessment to determine if approval is to be awarded to the organisation

c. Clause b.(3). The TAR requires visibility of all military and commercial organisations conducting maintenance of State Air& and/or Aemnautical Product. In order to provide the required visibility, the Sponsor's application to the TAR must include the level and scope of maintenance activity proposed to be conducted by the organisation.

d. Clause b.(4). The TAR requires a level of technical airwolthiness assurance of products maintained by an organisation granted TAR approval unde~ this regulation A level of technical airworthiness assurance is supplemented by a risk assessment in snppo~ of the Sponsor's application. The Sponsor may consider additional mitigating activities such as product acceptance checks when items are returned from maintenance by an organisation approved by the TAR, coupled post installation in the aircraft.

e. Clause b.(5). The TAR recognises organisations that hold accreditation from CASA, and which provide the applicable ARC for the maintenance TAR to conduct maintenance of State Aircraft andlor Aeronautical Pro ~ o r t h i n e s s Authorities that use ARCS or equivalent. Therefore, a Spo strengthened with the inclusion of any relevant certifications or approvals held byihe organisation

...

31. Clause c. In c e M cases where a Sponsor's application to the TAR is ik&$ek. the approval process may be suspended until such time that supplemental information is provided by.@e.:..Spon,mr, when requested by DGTA-ADF.

.. ... . :. Acceptable Means of Compliance -Regulation 4.1.5 . ..

. ...

32. An acceptable means of compliance to this regulation @.where"'"a.~ponsor uses a CASA accredited organisation for the maintenance of an aircraft engine that is common $0 both civil and State registered aircraft and that organisation provides a Form 917 for the maintenance perfghedi::!; i. ... . . . . . ...

... .. :.... . .. . . . .

REGULATION 4.2.1 - EXEMPTION REQUIREMENTS . . . . . . . . . ... .. . .. . .

Philosophy and Concept

33. The ADF AMRs cover a brpad spe sations and activities. There may be justifiable reasons for an organisation not to:&~mply ements that are applicable to the organisation. Therefore, where practicable and justifiabk, such organisations may apply to the TAR, through their relevant Sponsor, for an Exemption from one or more ... applicable ADF AMRs.

.. ;... .

34. Exemptions t o t h e A D ~ AMRs may be granted following a request made through the relevant Sponsor to the TAR, for the tailoW.of AD? AMRs to its paxticular scope and level of maintenance. Applications can be submitted as part of the initialiapplicati&for AM0 cemfication, or when a prospective or existing TAR Approved Maintenance Organisation has a change in cirmmstances and can no longer, or has justifiable reason not to, comply with an ADF AMR. The TAR will~eview . . the Request for Exemption and make an appropriate judgement.

. . . . .

35. .:An$ n~n~ompliance with the ADF AMRs by an organisation will not necessarily prevent the organisation froq@ng.$TAR Approved Maintenance Organisation In addition, nor will it mean that an exisbng TAR Approved

:Organisation will necessarily have its TAR Approved Maintenance Organisation status withdrawn.

e ADF AMRs are written to encompass all aspects of maintenance. Rarely will a TAR Approved Organisation's scope and level of maintenance embrace every circumstance envisaged in the ADF

AMRs. Where an ADF AMR does not pertain to the scope and level of maintenance, an Exemption is not required. However, all certified AMOS are expected to provide details of the circumstances or justification of the non- applicability of specific ADF AMRs in their Maintenance Management Plans (MMPs).

Cross References

37. This regulation addresses the subjects embodied in the following civil regulations:

a. European Aviation Safety Agency (EASA) Regulation 145.95; and

b. Civil Aviation Regulations 1988, Regulations 303A, 308,42Z,42ZQ,42= 42ZS, 42ZT, 42ZU.

Explanations and Amplification

38. Clause a. Approval from the TAR is required prior to any organisation or person(s) involved in maintenance of State Aircraft andlor Aeronautical Product operating in accordance with the intent of any proposed Exemption

39. Clause b. Where organisations or person(s) fhd that they cannot comply with one or more applicable ADF AMRs or believe that sufficient justifcation exists not to (strictly) comply with regulatoly requirements, the orgainsiation or person(s) is required to apply for an Exemption from the TAR

40. Clause C. The TAR will only review and consider approval of a Request for Exemption that has been endorsed by the relevant Sponsor. Endorsement from a Sponsor is to be in writing, usually in the form of a Minute or letter including any applicable supporting information attached to the Minute or letter.

41. Clause d. This clause details the requirements that must be adhered to by an individual or o has been w e d an Exemptionby the TAR.

42. Clause d. (I). An organisation or person(s) needs to be able that it has fnlly complied with any terms and conditions associated with an approved Exemp

43. Clause d. (2). An organisation or person(s) granted an Exemption permanent record that details all requested Exemptions, changes to associate applicable subsequent incorporation details. The be fully defined in the MMP or other controll processing and recording Requests for Exemption

44. Clause d. (3). The TAR is to be advised when the grounds longer apply. This provides a level of technical airworthiness assnrance other Exemptions) to comply with one or more applicable ADF and in turn continues to maintain a regulatoly compliant system.

Acceptable Means of Compliance - Regulation 4.2.1

45. The Request for Exemption 1s to be submitted 111 WnMg to tllc TAR and IS processed th11g11 the relcl.ant Sponsor. Each Requcst for Esenptioq as a mhnlurn must contain the follovvlng ufonnation.

a. title (a basic description of the requ

b. description of the problem

cluding an expected duration;

d. impact on a i r d e standards (if determinable);

e. impact on en ty, and maintenance standards;

n is unable to meet the subject regulatoly requirement and attempts that

g. any supporting documentation. ... .. .

. ..

. . 4.3 - AUTHORISATIONS .... . . . ...

REGULATION$^.^::- . .. . APPLICATION FOR AMO CERTIFICATION

46.::. . Any organisation seeking AM0 certjlication needs to prove to the TAR that it is capable of conducting maintkifice of State Aircraft andfor Aeronautical Product within the proposed scope and level of maintenance. In addition to this, the applicant needs to assure the TAR that it is capable of, and will operate in strict adherence to the ADF AMRs. The provision of the organisation's documentation that demonshates support of these requirements allows the TAR to assess the applicant's capacity and capability to conduct the required maintenance.

Cross References

47. The following references are relevant to the requirements of this regulation:

a. Federal AviationRegulation (FAR) 145.51;

b. Enropean Aviation Safety Agency (EASA) Regulation 145.15,145.70; and

c. Civil Aviation Regulations 1988, Regulations 30.

Explanation and Amplification

48. An applicant for AM0 certification should provide documentation to the TAR that completely describes its organisation &-terms of location, structure, capacity &d capability, MMS and its commitment to compliance with the ADF AMRs. A system audit will be conducted by AMNTREG-DAIRMATNT after which a site assessment will be carried out. ~ a & a b l e results from both the system audit and site assessment provides the basis for a recommendation for AM0 certification to be made to the TAR.

49. Clause a. A Sponsor must only use those organisations that have been approved by the TAR in accordance with Regulation 4.1.1. Where a Sponsor has identified that there is a requirement for an organisation to be certified as an AMO, arrangements must be made for an application for a Maintenance Authority Certificate (MAC) to be submitted to the TAR through that Sponsor. The application for a MAC is referred to as an AM0 submission. On receipt of an AM0 submission; the Sponsor must review it for: . . .

(a) consistency with the Sponsor's identified maintenance requirement; .......... .. . . . . . . . ........... ..: ..... .. . . . . . . . :. . . . . . . . . . ......... ... (b) applicable contradual clauses regarding AM0 requirements; and . . . . . . . . . . . . ...

(c) any siguficant concerns or issues that need to be addressed before theAMO submi;sion is forwarded to the TAR. Note: Ah4NTREG-DAIRMAINT is responsible;f?r.,:psessing every

...... : . . . . .. AM0 submission for compliance with* ADF AMRs. .:... . .

. . . . . . ...

50. Clause b. An applicant for AM0 certification should submit docnmentation:th+,demonstrates, accurately and thoroughly, how it intends to satisfy all applicable ADF AM&. The AM0 &&siOnnormally comprises a Maintenance Management Plan (MMP) and all referenced data, procedures or instructio~::Further detail about the content and format of an MMF' is provided at Regulation 4.4.1. The completeisubmi&ion should provide the TAR with an understanding of the organisation's operations and system(s) of ma@tenantbt This will allow the TAR to gain sufficient understanding of the organisation to make a judgement concedg. initial cemfication. All documentation submitted should be complete, conholled and fully referenced. Ad ation, either sought by the TAR or submitted by the applicant, should be clearly identifiable as regulation compliant minimum documentation set comprising the AM0 submission.

51. Clause b. (1). The AM0 submission shonld,..&g with the organisation's name and address details, clearly identlfy the appointmenf including phone number, ...... of the:pes~on managing the AM0 submission. The reason

.............. . . . . for the AM0 submission would normally relate to: ' ' i : : : ' ' ''

a. For Sewice organisations. Tvpc ccnlficat~on lcadlng tonard S e ~ c c Relcasc (In accordance with Rcgulatlon 2) of new or substantnll! ~ncdlfied State A l r d t , or crcatlon of 3 nc\v mmtcnance

b. For commercial org award/renewal.

52. The AM0 submission detailed statement that exphiis the reason for the application. Commercial organisatiom., should make reference to the conhadual requirements leading to the submission and Service organ@atio@should include information about the organisation's fomtion and intended scope of operation to exp14n theainanti6pated scope and level of maintenance expected be conducted.

. . . . . .....

53. Clause b. (2).'The MMP is the key document in the AM0 submission. The purpose of the MMP is to defme the organisation's MMS and'.$.is regarded as a dynamic document whicb will evolve with the organisation The MMP must comply with '&.requirements of Regulation 4.4.1. The MMP needs to be developed, reviewed and approved by the applicant or@satiq. . . . .

. . . . .

54. ~l~us&.:b . '@). Where an applicant believes it has justifiable reason/s not to comply with one or more applicable . . . . . . . ADF AMRs, the applicant must provide as part of its submission, a Request for Exemption in accordance

afion4.2. As a general lule, the TAR expects that all AMOS will comply with all applicable ADF AMRs consider granting an Exemption that has been endorsed by the relevant Sponsor.

lause b. (4). The AM0 submission needs to include details of any relevant military or civil Airworthiness reditations held by the applicant. This information may strengthen the applicant's submission.

56. Clause c. Applicant organisations are to provide sufficient information in their AM0 submission for the TAR to assess the suitability of the AM0 submission against the ADF AMRs. From time to time either the MMF' or a referenced procedure may be unclear or deficient, in whicb case the Sponsor or DGTA-ADF Desk Officer will request additional information, documentation or clarification. Until requests for additional information, documentation or c l ~ c a t i o n have been satisfied, the AM0 certification process will not proceed.

Acceptable Means of Compliance - Regulation 4.3.1

57. Compliance with this regulation will be demonstrated by the receipt at DGTA-ADF of an AM0 submission that has been raised by the applicant organisation and endorsed by the Sponsor.

REGULATION 4.3.2 -AWARD AND RETENTION OF AM0 CERTIFICATION

Philosophy and Concept

58. The TAR will only certify an organisatio~ as an AMO, that has demonsaated an ability to comply with the ADF AMRs. The ceriifkation process requires the TAR to assess submissions and evaluate the organisation against the ADF AMRs. A successful AM0 submission will result in a Maintenance Authority Certificate (MAC) and accompanying Schedule being raised, detailing the name and location of the organisation and the ceMed scope and level of maintenance. Unsuccessful AM0 submissions will be returned to the applicant via the respective Sponsor.

59. All certified AMOs, Senice and commercial, will undergo periodic reassessment (compliance assurance) to assure the TAR that each AM0 continues to comply with the applicable ADF AMRs, and continue to be a certified AMO.

Cross References

60. The following references are relevant to the requirements of this regulation:

a. Federal AviationRegulations (EAR) 145.51, 145.53; and

b. European Aviation Safety Agency (EASA) Regulation 145.15,14

Explanation and Amplification . . ... .. ..

61. Clause a. The initial assessment of the AM0 submission yili b>:%$system (desk top) andit that is conducted by AMNTREG-DAIRMAINT. The purpose of the system a'ndit is ... :to make a judgement about the applicant's ability to comply with all applicable clauses of the ADF AMRs. .I.::.

62. The intent of this regulation and its sub-clauses is to d,di ' th$elpents of an applicant's AM0 submission that must be assessed by DGTA-ADF as part of the award am$ retentionof AM0 cefication. DGTA-ADF must be satisfied that maintenance is going to be conducted to ADEappmved standards, by competent and authorised personnel who are acting as members of an authorised organisafi&:mid whose work is certified as correct. Each AM0 submission will be assessed to ensure the AM0 has suthcieht competent personnel available to p l q perform, inspect

' M O may demonstrate this through the provision of an own of the organisation as well as major functional groups

within the organisation Further, the will be assessed to ensure that the applicant has adequate , equipment and material to conduct maintenance of State

e assessed by AMNTREG-DAIRMAINT for compliance against all applicable ADF AMRs thr the case where the system audit is not successful, DGTA- ADF will fully document ection and advise the applicant so that the detected deficiencies can be corrected.

nduct of a site assessment and audits by DGTA-ADF to ntinues to comply, with the ADF AMRs.

:.:. : ... .

65. Claused. &te assessments are canied out as part of AM0 ~ e ~ c a t i o n and are conducted as soon as possible after th(:syst&'audit has been finalised. The p q o s e of the site assessment is to assure the TAR that the applicanthas sufficient resources to conduct maintenance in the manner described in the AM0 submission even though f i . m&wan& to the expected scope and level may not have commenced Once the system audit and site

m W t ~ ~ b e e n satisfactorily completed, the applicant can expect to be certified as an AMO.

use e. AM0 cemfication is awarded by the TAR issuing a Maintenance Authority Celtiticate (MAC), es an accompanying Schedule that is used to detail the scope and level of maintenance to be conducted by

the AMO. Changes to the cerIjfied scope and level of maintenance will normally be reflected in an amendment of the MAC and accompanying Schedule.

67. Clause f. Each AM0 will be certified to conduct a specified scope and level of maintenance. All AMOs may conduct maintenance to the extent of that certified in the MAC and accompanying Schedule, but are not allowed to exceed the MAC or Schedule.

68. Clause g. The TAR will periodically examine each AM0 to verify that the AMO's certification remains valid. Compliance assurance will be managed in accordance with Section 1, Chapter 6. Verification will require objective evidence confirming that the AM0 is operating in accordance with the applicable ADF AMRs. In many cases this will be established by audit

Acceptable Means of Compliance - Regulation 4.3.2

69. The clauses in this regulation specify assessment and evaluation activities conducted by DGTA-ADF for the award, and ongoing assessment, of AM0 cemfication to maintenance organisations. AMOS will be required to comply withtheir certified scope and level of maintenance to ensure continued certifcation.

REGULATION 4.3.3 -CHANGES TO AM0 CERTIFICATION

Philosophy and Concept

70. An AMO's certification may need to be changed either by the Sponsor, to mod@ the scope or level,.?r, by the AM0 where regulatoly compliant activities have resulted in the actual maintenance systems or org&.@tional .. .. . . . . . . .

s t~~ctnre no longer r e f l e w the basis of AM0 certification. Under these circumstances, the initiating'.'&g+salion .~... . . . . should apply to the TAR for a change to the ceacation and gain approval prior to inco allows the TAR to ensure that proposed changes do not contravene ADF AMRs and remains valid. The preference is that changes be referred to the TAR as soon as possible best possible manner.

... ... .. . . ... Cross References . ... ... ..::. ..... . . ..... . ..,, :.. .. .:: ....

71. The following references are relevant to the requirements of this regulation: '..::........:

a. European Aviation Safety Agency (EASA) Regulation 145.85; .:.:.':.. ... . . .. .. .

b. Federal AviationRegulation (FAR) 145.57; and . . ... .:

c. Civil Aviation Regulations 1988, Regulations 30A. , . . . ... ..

Explanation and Amplification

72. Clause a. (I). AMOS will be expected to .co&hue tooperate in accordance with the MAC and accompanying Schedule. Exemptions granted by the TAR .. . $ll.,be . fanored into the MAC.

. . . . .. . . . . . . . 73. Clause a. (2). The MMS described in::the MMP, all of its referenced d m e n t s and any additional documentation requested by DGTA-ADF establishe~theb~is of AM0 certification. Since the MAC is based on the MMS, any changes to the MMS have the potentid:$o affectthe basis on which the MAC and Schedule were issued

.. . . . .

74. Changes such as those to an organidtion's ik&e or location, personnel filling key appointments, facilities, or changes considered to be s i g n f i a t that coould'&ect the basis of AM0 certif~cation need to be reported to the TAR within two working days. A change that wuk'affect the scope and level of maintenance might include simcant changes to major maintenance syste&s ... sucli as tool control, personnel authorisations, or maintenance documentation. The details of the natnre of theichan$e'ked to be notified to the TAR to ensure that the change is both acceptable to the TAR and is managed appropriatel$. A change of the organisation's name does not affect technical airworthiness; however, the change doefhecessitate'the issue of a new MAC. Minor changes not affecting the basis of celtiflcation will normally be accQyit~:for during on-going compliance assurance activities conducted by DGTA-ADF; therefore they do not need t@be.advise@ to the TAR. Examples of minor changes include editorial changes to the MMP and referenced documemati~n and non-sisruficant changes to the MMS.

. .

75. ~laus$'@6.~3$ Depending on the natnre of the change, the TAR may withdraw or amend the MAC and Schedule.:.to, reftikt the change provided there is confidence the AM0 can comply with applicable ADF AMR require~~n~~~~;;However,,,,,,,,H~wever, most changes, such as changes to key persome1 and MMSs, will be considered on their rnerit::and"apprdval provided by means of correspondence. In all cases where the TAR has provided approval of a change, the AM0 must update all affected plans and doamentation. Documentation that has been changed to reflect a TARaWoved change will be reviewed to confirm the intent of the change has been accurately demented.

...

Acceptable Means Of Compliance -Regulation 4.3.3

76. Clause a. (1). Each AM0 will coniinuously observe the requirements of all applicable ADF AMRs in order to the obligations of its AM0 c&ication

77. Clause a. (2). The TAR will be advised within two working days of any changes that affect the basis of the AMO's certification

78. Clause a. (3). The AM0 will amend all applicable documentation to accurateiy reflect all approved changes that affect the basis of AM0 cemfcation.

REGULATION 4.3.4 - DURATION OF AM0 CERTIFICATION

Philosophy and Concept

79. An AMO's cmcation will remain valid whilst acceptable compliance assurance can be demonstrated to the TAR, and there remains a reason for the AM0 to continue to maintain State Aircraft and/or Aeronautical Product. As the cceaiication authotiiy, the TAR has full discretiow powers to suspend, limit or remove any AM0 certiiication if sufFicient evidence is available to support such an action.

Cross References

80. The following references are relevant to the requuements of this regulahon

a. Ewopean Amhon Safety Agency (EASA) Regulahon 145 90,

b. Federal AmahonRegulahon (FAR) 145 55, and

c. Cml Avlahon Regulahons 1988, Regulahons 30,32

. . .: .... .... Explanation and Amplification .......... ............ ... .: .... ........

81. The duration of an AMO's ceItification is correlated to ongoing compliance with th&;ADF AMRs by the AM0 and an ongoing need by the Sponsor for the AM0 to maintain State Aircraft and/&:.:Aeronautical . . . . . ..... Product. A ceaified AM0 may continue to conduct maintenance as long as the MAC re e and is not expired, terminated, mndered, suspended, or superseded.

Acceptable Means of Compliance - Regulation 4.3.4 ....

82. AMOS provide maintenance s e ~ c e s only while they hold a valid m C . . . . . .... :':"

REGULATION 4.4.1 -MAINTENANCE MANAGEMENTPLAN (MMP) . . . . . . . . ..... . . .... Philosophy and Concept . . . . . . .....

. . . .

83. A Maintenance Management ~l;m""@fIvP): & the means by which an AM0 documents accurately and completely how it intends to comply with a&licaweADF AMRs. The MMP is of considerable practical benefit to the AMO, the relevant Sponsor and the TAR because it discloses the AMO's MMS in a single concise document. Although MMPs are mandated asa'part . . . of,an'~~o submission, their value as a living document that confinually . . . . . desaibes the AMO' .understated. While the fonnat for an MMF' is not mandated, requirements regarding content are mandat

Cross References

84. The following references are relevant to the reqwements of tlus regulahon:

a. ~Europe'h. . . . . . Aviation Safety Agency (EASA) Regulation 145.90; . . .

ahon Regulation FAR) 145 5 1, and

Aviahon Regulahons 1988, CAR 30

Explanation and Amplification . .

85. The MMP is the means by which an AM0 accurately and completely discloses its MMS and, hence, its intended way to comply with the ADF AMRs. There is no mandated format for the MMP, however experience has shown that MMPs ananged in regulation order tend to be the most successful in terms of readability and useability. Additionally, an MMP which includes a regulation-to-procedure compliance matrix is useful in managing the compliance of the AMO's MMS with the ADF AMRs.

86. Clause a.(l) The MMF' must include details of the system used to manage Exemptions that complies with Regulation 4.2.1.

F - 1 4

87. Clause a.(2) The MMP must include the details of the organisatioual structure, ensuring that all management and supervisoly positions and that the chains of management and maintenance responsibilities are described therein The information presented must be sufficiently detailed so that a clear understanding of the maintenance structure of the AM0 is readily achieved.

88. Clause a.(3) The MMP must include the details of how it intends to manage all matters relating to the regular outsourcing of maintenance support selvices from its own scope and level of maintenance. The systemmust comply with Regulahon 4.4.3.

89. Clause a.(4) The M M P mnst include the details of the Qnahty Management System (QMS) wed within the AMO. Details relating to the regulatory requirements for an acceptable QMS are in Regulation 4.4.2 and associated guidance.

90. Clause a.(5) The MMP must include the details of the Senior Maintenance Manager's (SMM) responsibilities and the associated selection criteria expressed in terms of qualifications, training, and experie$&. . . . . . . . . The particular responsibilities for the SMM need to be sufficiently detailed such that a clear under span of control is readily gained and they must include those instances where the ADF AMRs spec SMM is responsible for either doing nominated activities or ensuring they are done.

91. Clause a.(6) The MMP must include the details of the selection criteria for the Qmhty Manager (QM). They should include details of applicable Lead Auditor training qualifications and experien&B$QMSs:

...

92. Clause a.(7) The MMP authorised to p l w perform, supelvise, inspect, and cerhfy for

a. Plan maintenance. The selection criteria ce need to include at least a demonstrated related personal qualities; the degree of required technical com~jetence in their particular trade discipline; and a strong broad understanding of aviation and &teriance matters. Authorisations for planning maintenance should be restricted to tho~~ 'pe r sod . :whose primary job in the AM0 is associated with managing, organi AMO's resources to meet the AMO's workload.

b. Perform maintenance. Personnel erform maintenance in an AM0 include tradespersons, inspectors, certifiers, n es and aircrew. Individuals from each of the preceding groups of pe to perform maintenance would normally be authorised to a variety of %apesand levels and, therefore, will attract differing selection criteria, training methods, and messrtlent'stratepies. For example, the scope and level of allowable maintenance authorisations fOra &desperson and a non-technical person are quite different and their selection, trdining, and assessh t s will be equally different. Selection criteria for tradespersons must include reference to appECab1g a%a&on trade training and any other qualificationls where applicable, specific aircraft or Agroniutic&'hoduct training, and workplace experience. Non-technical, hainees and aircrew p e r s o & b also be authorised to perform a limited scope and level of maintenance that would normally indude"less complex tasks. The AM0 will need to define exactly how such personnel will &...mined (normally on the job) and assessed. Once the training and assessment has been completed, authorisation would be provided using the AMO's standard process. AMOS will need t5:ac&unt for both the extent of, and variations in, base howledge and skills of non-technical, trainees .and ijkckw personnel when considering their authorisaiions.

. .

c. ,.supe&se maintenance. The selection criteria associated with supervision of maintenance need to k$$ire.that, the authorised person supervising the maintenance has appropriate qmlitications, training, ahd experience to guide, direct, and comct the person being supelvised and performing the

maintenance- The selection criteria mnst ensure that only personnel who have appropriate qualifications, training, and expaience can be anthorised to pelform Independent Maintenance Inspections (IMIs) in accordance with Regulation 5.1.3.

e. Certify maintenance. The selection critelia must ensure tbat only personnel who have appropriate qualifications, training, and experience can be authorised to certify maintenance. Regulation 4.5.3s details the standards that must be met for staff to be authorised to certify maintenance.

93. Clause a.(8) Foreign object refers to any item material or substance that, either deliberately or inadvertently, is left in or gains access to any part of an aircraft or Aeronautical Product The presence of foreign objects can cause damage to, or present a hazard to, aircraft, Aeronautical Product and personnel safety.

94. The MMP should include, or provide a reference to another controlled document containing, the details of the system used by the AM0 to prevent foreign object damage. The system should include, as a minimum:

a. an awareness program that ensures all personnel are educated on the need for foreign object control amund aircraft, Aeronautical Products and maintenance areas;

F - 15

b. a means of identifying, reporting and conmlling potential sources of foreign object damage; and

C. a requirement that maintenance personnel perform an inspection for foreign objects at completion of a maintenance task prior to an area being sealed or otherwise enclosed.

95. Clause a.(9) The MMF' must include the details of the system the AM0 maintains to manage and record all assessments and authorisations pesormed within the AMO. The system used must comply with R e w o n 4.5.3.

96. Clause a.(lO) The MMP must include the details of a human factors and maintenance ermr management system that complies with Regulation 4.5.4.

97. Clause a.(ll) The MMP must include a description of the facilities used in the conduct of maintenance that meets the requirements of Regulation 4.6.1.

98. Clause a.(12) The MMP must include the details of the procedures used to assess facilities, away from the . . main facility, for the conduct of maintenance. . .

. . ........ ..:: .: ......

99. Clause a.(13) The MMP must include the details of how the AM0 intends to co$pf$,,,&h . . . . . the . . .

requirements of all applicable clauses in Regulation 5. ... . . . . . . . . . . . . . . .:. .: . . . . . .....

100. Clause b. The MMP must include a clear statement of non-applicability again$ dl clauses within Regulation 5 where the AM0 believes that clause does not apply. The statement of . non-ap~li&bi&ty . must include

........ ..:. .. the reasods why the clause does not apply to the AMO. ... . . . . ... . . . . .... . . . . . . . . . . . .

. . . . . . . . .......... ........... ....... . . . . . Acceptable means of compliance - Regulation 4.4.1

101. Clause a. The acceptable means of compliance for these cl&ks .... will be the production, use and maintenance of a MMF' that clearly and accurately describes the MMS in uw.in the AMO.

... ... .. ,:.

102. Clause b. Where an AM0 believes a clause in Regulation5 does n&t.apply to the applicant's maintenance organisation, the MMP must have a statement to that effect along with sapporting reasons to justify the claim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .:: ..: ......... ...

.... . . . . . . . . . . Philosophy and Concept . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . .

103. A Quality Management System (QMS)'::~~: chidered an integral part of good management practice for maintenance organisations. It provides a:~framework for managers to guide their organisations towards improved pelformance. No external quality standa~ss~hs'&en specifted in the ADF AM%; rather, a requirement for a system acceptable to the TAR has been stipdated . . . t ~ , aifow AMOS flexibility with respect to their compliance amgements.

...

Cross References

104. The following re fe~ence ' s :~ relevant to the requirements of this regulation:

a. A S ~ S ' I S O 9001:2000;

b. ~ufapean Aviahon Safety Agency (EASA) Regulation 145.65; and ...

c. b $ l . ~ & t i o n Regulations 1988, CAR 30. .... . . . . . . . . . .

~xplan4ti'iij . . . . . . . . . and Amplification ....... ~.

1W. :'';:~Iatrse a($). Although the QMS need not be third pa~Q accredited, such accreditation may provide the TAR,.yith:gimmediate and higher level of contidence in the effectiveness of the AMO's QMS. The QMS should also provide an organisational 'health monitoring' capability to allow measnrement of maintenance activity effectiveness. The QMS needs to have the following characteristics (based on the ASINZS IS0 9001-2000 standard) to be acceptable to the TAR:

a. documented procedures that detail the operation of the QMS;

b. a review process that involves the management team and paaicipation by other AM0 personnel ;

c. reviews of processes, procedures, and audit findings; and

d. processes for measurement analysis and improvement (for example, internal quality indicators, corrective action follow-up and preventative action procedures);

106. Clause a(2). For the purposes of this regulation, quality indicators are any quantitative means that are used by the AM0 to measure the performance of specific elements of the MMS and QMS. Quality indicators could include:

a. rejection rates and wananty claims;

b. maintenance documeutation m r s , serviceability rates, sortie cancellations and delays;

c. ASOR trending;

d. QMS pefiormance (CAR closure rates and rejects of corrective and preventative action); and

e. foreign object damage incidents.

107. Clause b. A fundamental aspect of a QMS is a robust internal audit program The following clauses identlfy the minimum requirements for an AMO's internal audit program:

a. Clause b(1). Ensure the MMS continues to comply with applicable ADF AMRs. This will require the Quahly Manager to develop a schedule such that continuous and regular oversight of the MMS is provided and that the organisation can suppoa its claims that it continues to comply with the applicable

. . . . . ADF AMRs in this manual. ..... . . .......... ......... :

. . . . .

b. Clause b(2). The schedule should be mctured in such a way that evaluates ongoi with processes and procedures against the AMO's MMS as documented in the MMP;. consider tailoring the frequency of internal evaluations of the AMO's processes and/or procedures may require more frequent oversight than others so the internal n:hrkload can be balanced.

..... ..... ...:............ .;..

c. Clause b(3). The AM0 must be able to use its QMS to reviewwboth'imemally and externally generated corrective and preventive actions. Follow up actiowqan include, liaison with internal and external audit teams to c l a m or progress any matter resul.@g from an audit, and development and review of any process or procedures changes resulting fromandits. :: :

d. Clause b(4). The QMS must also provide themeans f& management's assessment of the effectiveness of preventive actions and the reportin&,of . . . corrective and preventive actions leadmg to

. . . . . . ... formally requesting close out. ..... . ... .

. . .... ..: .. Acceptable Means of Compliance - Regulation 4.4.2'.. ......... ... [:jz' . .........."

............... ....... :: .........

108. A third party accredited QMS provides an acceptat?; means of compliance for this regulation. A QMS that satisfies the foregoing requirements, but without third:~:8ccreditation, . . will also provide an acceptable means of compliance.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... Philosophy and Concept i:: ::..,,

... 109. This regnlation,&ogni$s'thit AMOS may not have Nfficient internal resources or facilities to cany out the full scope and level of&&tenance, and may therefore obtain additional support from external organisations. The utilisation of externalorga&@tions to satisfy shortfalls is permitted under the ADF AM%, provided that a formal management syste~"jsidentified by the AM0 and is acceptable to the TAR. For the purpose of this regulation, the collective tern$iwdf&:these support organisations is 'Maintenance Support Nenvork' (MSN). The cemfication of the AM0 is therefoie.ba$ed ... on an examination of the organisation and its management system as a whole.

. . . ... . . . . . . . . . ...

efollowing reference is relevant to the requirements of this regulation:

. European Aviation Safety Agency (EASA) Regulation 145.75@).

Explanation and Amplification

11 1. This regulation mandates the requirement to define those external organisations that provide maintenance support to the AMO. The AM0 should have a system which defmes the anangements for outsourcing of maintenance that is beyond the AMO's internal resources. The scope and level of maintenance conducted by each external organisation identifled in the MSN needs to be defmed, either directly or by reference, in the MMP, so that the TAR has visibility of the total maintenance capability. The MSN regulations relate only to those instances where the AM0 itself intends to regularly outsource part of its certified scope and level of maintenance.

1 1 Clause a. The SMM assumes and retains full accountability for all maintenance conducted by the identified MSN. Therefore, before identifying an external organisation as part of the MSN, or sub-contracting maintenance of an ad hoc nature, the SMM should ensure that the intended organisation has, or has access to, applicable Authorised Technical Data, the correct tools, test equipment, facilities, and has competent personnel to cany out the maintenance required.

1 3 Clause b. Maintenance of complete State Aircraft, complete engines, and major engine sub-assemblies are not to be conducted by organisations that are parl of a celtitied AMO's MSN unless:

a. the organisation is operating under its own AM0 cemfication provided by the TAR; or

b. the organisation can release aircraft, complete enginels andlor major engine sub-assemblies under an ARC or equivalent.

114 This regulation does not intend to preclude an MSN organisation from conducting specific or coqponent ...

maintenance tasks on an aircraft. , . ......... ............. .: ..:.: ... . . . . . . . . . . . . . . . : ::. :. . . . . . . . . .:::, ..:. .? .......

. . . . . . . Acceptable Means of Compliance - Regulation 4.4.3 :.:.. ..:. . . . . . . . ..:. . . . . . .

115. Where an AM0 requires to outsource maintenance in accordance with its cemed scope,&d, levelithe AM0 has a system in place to demonstrate that the SMM remains accountable and assures the tgc.hniaL&egrity ... of the

..... ... ....... maintenance conducted by the MSN. . ... .

4.5 - PERSONNEL REQUIREMENTS

REGULATION 4.5.1 - SENIOR MAINTENANCE MANAGER

Philosophy and Concept . . . .

116. Each AM0 will have a senior person for all of the maintenance conducted by that organisation; that person is the Senio . The SMM needs to demonstrate a thorough knowledge of the AMO, its MMS and the ADF that assurance can be gained that the SMM is competent from a technical sense to perform the role. .:.<

Cross References

117. The following references are relevant to the . .

a. Federal Aviation ~egulation&,~~~~i:lk5..151; ..... ... ...

b. Enropean Aviation Safety . . . . . . . A ~ ~ & ~ . , @ A s A ) Regulation 145.30; and . . . . . . . .

c. AAP 7001.059(AMQ, A D F A ~ ~ ~ O ~ Maintenance Management Manual

Explanation and Amplifica$io

118. Clause a. T~CSMM~ appointment with direct technical responsibility for all functions related to the maintenance cofidwcted by the AMO. The SMM needs to ensure that all maintenance, supervision and inspection of maintehce@.nducted by, or on behalf of, the AM0 is performed by competent and authorised personnel, in accordance with ADF approved standards and practices.

. . ...

119. Claus~b... A+;a minimum, the SMM is expected to demonstrate -cient competence to comply with all applicable.requirq&e& in this manual. While the TAMM does not specify pdcular selection criteria for selection as an SMM'.'iAMOs . ,.: ............ should understand that the competence required of an SMM varies according to the complexity and .&, 'of@X%tenance conducted by the AMO. For example, the SMM of an ADF operating Squadron will be e~ed"$o':demonstrate a considerable range of qualifcations, training and expaience mcient to meet the chalkagepoi the position However, the SMM of a smaller specialist deeper maintenance AM0 may be required to demonstrate varying levels of q ~ ~ c a t i o n s , training and experience specific to the scope and level of maintenance being conducted As a consequence, AMOS will be expected to account for scale and complexity of maintenance conducted by the AM0 when determining the selection criteria the SMM must meet.

120. Clause c. The SMM is directly responsible for all of the maintenance condncted by the AMO. Therefore, the SMM is responsible for ensuring the AM0 is adequately resourced for the scope and level of maintenance to be conducted and that the maintenance is conducted to approved standards, methods, and practices. Should the level of resourcing fall below an acceptable level, then the SMM will be obliged to either restore the level of resources required or seek higher cotporate assistance for the required adjustment. An SMM should not allow maintenance to be conducted when there are im&cient resources unless a reduction of effort can counteract the deficiency. The SMM should establish either a system or other means, whereby maintenance conducted within the AM0 can be demonstrated to be performed to approved standards, methods, and practices.

121. Clause d. The SMM will be required to demonstrate a thorough understanding of the ADF AMRs that apply to the AMO. The SMM's understanding of the ADF AMRs is normally assessed during DGTA-ADF audits. The assessment would be based on the scope of only those ADF AMRs that apply to the AM0 in question

122. Clause e. The regulations allow for the SMM to make d e l e g a l . This is necessary for the smooth and efficient management of the AMO, however it is stressed that the SMM re- responsibility for all decisions made by the delegates. The underlying principle of this clause is that autholity can be delegated, but responsibility can not.

Acceptable Means of Compliance - Regulation 4.5.1

123. The acceptable means of compliance to this regulation is that the AM0 has appointed an SMM who is responsible for the maintenance conducted by the AMO.

.... . . . . ....

REGULATION 4.5.2 -QUALITY MANAGER

Philosophy and Concept ....... . . . .

124. Each AM0 must have an individual responsible for all quality matters rel&f':%~ the:'AM~. These responsibilities include managing and monitoring the organisation's compliance to their b Z & d quality control system and maintaining compliance assurance checks against the ADF AMRs. Fo "' ,ofthis regulation, this individual will be b w n as the Quality Manager (QM).

..... . . ... ... Cross References . .... .

125. The following references are relevant to the requirements of this regu%@ion;,.' . .

a. European Aviation Safety Agency (EASA) ~e~ulation"'l45.30a, 'fi5.65; . . .

b. AAP 7001.059(AMI), ADF Aviation ~ a i u t e n ~ & ~ & & q n e n t Manual; and, . .

C. DI(AF) LOG 1-105 Quality System Standards, . . . . . f&:lo&ics Support of Technical Equipment. . . . . . . . . . . :............... . . . . . . . . . . . . . . . . . . . . . . . . . ... Explanation and Amplification

126. Clause a. The QM is responsible to the ~MG,r:s.e&or management for all quality matters within the AMO. This includes monitoring the organisation's ,wmplia@ with both the organisation's internal Quality Management System (QMS) and with the regulatory reqtskemerfts contained in this manual, with emphasis on Regulation 4.4.2. Each AM0 will have a QM who has overall responsibility for the QMS. Should an organisation elect to have more than one QM, a senior QM may need tobe amon&d to co-ordinate the quality W o n across the AMO.

. . . . . . . .

127. The QM position forms;$bitegral pa t of the AMO's upper level management stmcture. The incumbent would therefore require access co@ulk:all'AMO personnel directly on quality related issues.

......

128. Examples of actiyities pa foded ...... by the QM are:

a. preparatizh:.gf quality plan(s), responsibility for preparing and maintaining quality records; ... . . . .

b. manage:.solu&ns for improvement in all areas of business and maintenance practices and venfy the impleme@ation and effectiveness of those solutions; ... .... ...... . . . . . . . . .

c , ....... a g e corrective and preventive actions of non-compliances and non-confomces; and . . . . . ... ...

'd, ... .... conduct of awareness p r o m in quality management throughout the maintenance environment . . . . . . . . . . . '' :::::;Clause b.

The QM needs to have qualifications and experience commensurate with the roles and respopibilities associated with their position, and acceptable to the TAR An example of the standard acceptable to the TAR for the selection of QM is:

(1) Diploma/Advanced Drploma in Quahty Management from a recognised institution; or

(2) JAS-ANZJQSA or similarly accredited QA Certification and External (Lead) Auditor Training; or

(3) formal training to Certificate IIUCertificate N standard in Quality Management from a recognised institution may be suitable where the applicant has experience that ~ i ~ c a n t l y exceeds the experience described below.

b. Expience:

(1) managing/auditing processes in a quality environment; or

(2) documenting and implementing a QMS; or

(3) facilitating andlor leading Quality Teams.

Acceptable Means of Compliance - Regulation 4.5.2

130. An AM0 that has documented Quality Management procedures and processes and an appointed QM hold~ng acceptable qualifications, training and experience would be compliant with this regulation.

REGULATION 4.5.3 - MAINTENANCE PERSONNEL

Philosophy and Concept ..... ....

131. Personnel performing maintenance of State Aircraft andlor Aeronautical Product '%&I to(& appropriately authorised to perform the tasks associated with their duties. Personnel who perfom,.'hands on' maintenance tasks within an AM0 need to be authorised by the SMM, or delegate, to allow the AM0 to m& &maintenance obligations under the cerlified scope and level For the purpose of this regulation, maintenanCe'pefsme1 includes tradespersons, non-technical personnel, trainees and aircrew. ... :.:.. . . . . . . . . .... .... ::

... Cross References .... ... ... ... . . . . . . . . . . .

132. The following references are relevant to the requirements of ,@is regulzeon:

a. Ewopean Aviation Safety Agency (EASA) Regulati&$45.30; .. . . . . . . . . . . . ...

b. Civil AviationRegulations 1988, Regulation 3a;. .

c. Federal Aviation Regulation FAR 145.12+,,, 145.1535 ;.'

d. AAP 7001.059(AM1) ADF ~ v i a t i o n ~ a i n t ~ c e ..... Management Manual; and . . ....

e. DEF(AUST) 9022 - ~e~uirem~nts.fo*.~i%tian ..... Personnel Maintaining State Aircraft and Aeronautical . . .

. . . Product. . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . .. :. . . . . . Explanation and Amplification . . . . :... .. . . . . . . ...

133. Clause a. AMOS need tb"&s&theyhave sufficient personnel to meet all anticipated maintenance activity in the AMO. Maintenance activityin &.AM0 covers the spectrum of planning, performing, supervising, inspecting and cemfying maintenance. This -tion acknowledges that maintenance can be performed by a variety of personnel having quite dispamtequalifications, training and experience. In accounting for the varied backgmunds of the personnel who cm.k:authorised to perform maintenance, the AM0 still needs to match the skill sets of available personnel against thetotal .. h q u n t of maintenance to be carried out.

... . . . . . .

134. Clause b. "':U&imat~ responsibility for aU authorisations in an AM0 rests with the SMM. However, in some instances it may ~ b e ~ k a s o n a b l e to expect the SMM to personally provide all required authorisations to personnel who plan,:@orm, 'i$ervise, inspect and certlfy maintenance. In those instances, the SMM may authorise a delegate provided.:th$,$elegate . . . . . . . . . is acceptable to the TAR.

:: ....... . . . . . . . . . . . . . . . . 135. .......:Adele . . gate acceptable to the TAR is a senior person in the AM0 who holds similar or equivalent qualification t o ' ' ~ ~ I v B 4 or who has been vested with relevant corporate authority. When authorising a delegate, the SMM should consi8q.tbe extent of the proposed delegate's knowledge of the qualficatious, training, experience and attitudes of the personls the delegate will authorise, and the depth of appreciation of the consequences of providing an authorisation to an unfit person.

136. Personnel other than tradespersons, such as non-technical, trainees and aircrew, may be authorised to maintain State Aircraft and/or Aeronautical Product. However those authorisations attract a higher risk; it is these authorisations that should be provided by the SMM.

137. Clause c. Ceitificatiou for maintenance is a formal act attesting to the integrity of the maintenance performed and/or supervised. Persons manning and/or certifying maintenance must meet a qnaMcatioq training and experience standard acceptable to the TAR. One such standard acceptable to the TAR is DEF(AUST) 9022. It is expected that personnel authorised to perform and certify maintenance will comply with the requirements of DEF(AUST) 9022, however AMOS may propose an alternative standard for the TAR'S approval.

138. Clause d. The assessment and authorisation pmcess must demonstrate through documentation that all authorised persons are competent to perform their maintenance related duties and responsibilities. For the purposes of this clause "competent" includes both the applicable selection criteria detailed in the W and a thorough familiarity with the AMO's MMS to the extent required by each authorisation.

139. Clause e. All authorised persons need to be re-assessed and re-authorised at least every 12 months. This requirement should be stated as part of the assessment process. Reassessments mainly intend to ensure the continued validity of the authorisation, all required training has been completed, and the authorisation matches the person's intended employment. Reassessments do not necessarily need to be performed to the same depth as the initial assessment; therefore, an abbreviated reassessment may be conducted in lieu of a repeat of the full initial assessment This form of reassessment should only be conducted where there has been; little to no change in the authorised person's scope and level of authorisation, and there has been no observable change in the person's work habits or attitudes, and the system under which the re-assessment is being made has been documented and the TAR.

140. Clause f. The scope and level of maintenance tasks that an individual may be authorised to pe documented in an appropriate formal record. All re-authorisations of anthorised persons, delegate acceptable to the TAR should also be appropriately documented as a formal ,r&&d. F O ~ ; ; S ~ M C ~

organisations, an appropriate person other than the SMM may make authorisafion AATRs pmviding the SMM's authorisation is formally documented elsewhere.

... , .:. .. . . Acceptable Means of Compliance -Regulation 4.5.3

.... . . .. . . . ..... . . .. . . . . . . . . . . . ..,..:. .

141. AAP 7001 059(AM1) - ADF Aviat~on Mamtenance Management the reqwements of tlus regulahon and provides an acceptable means of compliance

REGULATION 4.5.4 - HUMAN FACTORS AND MAINTEN

Philosophy and Concept .:.

142. Human Factors (HF) are commonly reported as related 'ku&:?f maintenance accidents and incidents. The AM0 has an obligation to the TAR and the organisation's p e r e e l , tomitigate the effect on maintenance caused by HF. An AM0 is responsible to the TAR for ensuring: that.onty:personnel, whose performance is not adversely affected, either physiologically or psychologically, ' pe.?foi%imaintenance. The management of HF' and the development of a culture supporting voluntary d i d o w e of potentially detrimental personal conditions reduce the chances of compromising the technical integrity, of StatgAbzaft.

. .. . .. .. . . . . . 143. This regulation identifies the ~ ~ ~ ' ~ , , r e s ~ & s i b i l i t i e s for the effective management of HF and Maintenance Error Management (MEAQ. IvlEM is a systenfthat.:hcorpomtes HF and pmvides the means to: properly manage risk dming maintenance; examine a MMS f&lat&nt faifires and propose measures for redress of those failnres; investigate incidents to identfy root causes a@ develop relevant preventive actions; and pmvide the means for competent analysis, reporting and review of hcid&@, ' H F relates to the person - machine - environment interfaces and provides a means for the technical w~rkftkqe 'and management to better understan4 and interact wim a technical environment in terms of risk tofleoP1.eand equipment. Proper application of an effective HF and MEM system will assist an AM0 to move.. . from . reactive error management through proactive, to predictive error management.

Cross References

rences are relevant to the reqnIremeuts of ttus regulahon

Awahon Safety Agency (EASA) Regulahon 66 50,

7001 059(AM1) ADF Awahon Mamtenance Management Manual,

DI(G) OPS 40-5 ADF Human Factors and Avlahon Mauuenance Error Management,

. SAFETYMAN Volume 3 Part 1-Defence Avlahon Safety Manual @ASM),

e. AVMED Report 3/99 - Maintaining the Maintainers: Alertness Management for Maintenance Personnel; and

f. ABR 5150 Naval Aviation Instructions, Chapter 12

Explanation and Amplification

145. Clause a. AMOS must establish a system that provides the means for effective identification, notification, reporting and management of HF and MEM. HF and M!3d form part of a larger safety management system however, for the purposes of this regulation, the topic's scope is deliberately restricted to the application of HF and MEM within an AMO.

146. Clause b. All AM0 personnel need to be cognisant of the effects on personnel by work duty times and rosters. In addition to fatigue, all personnel need to be aware of other conditions that adversely affect performance, such as mess, anxiety and medical and nonmedical use of drugs. The AM0 should have a system for the management of HF in maintenance that supports, as a minimnm, the following:

a. the responsibility of all AM0 personnel to not@ their immediate supervisor should they be, or suspect any other person of to be, under the influence of drugs @rescription or otherwise) or alcohol that may adversely affect the performance of their duties;

b. the responsibility of all AM0 personnel to not$ their immediate superior should they have, or suspect any other person of having, any physiological or psychological condition that may adversely affect the performance of their duties;

c. the requirement for supelvisors who identify a person whom they believe is impaired to immediately remove the person from the task at hand, to ensure correct procedures are impleme of tools, foreign object control and completion of maintenance documentation and requirement for checking wolk recently completed by that person;

d. where shift work is required, the SMM should manage a roster system that takes id&,acc maintenance personnel rest and recuperation periods. Commercial State policy guidelines. As well as identifying the requirement for a system the TAR expects AMOs to have procedures covering the follo

(1) working hours and rosters;

(2) HF awareness programs; .... : . .::

e. open reporting to foster a culture within the AM0 that discl&es,tg the appropriate authorities, any personal condiiion (observed or experi al to adversely affect technical airwortbiess; and

f. the development and maintenance of a

147. Clause c. Since contemporary world aviation 80% of all aviation incidents have HF as a contributing factor, there is manage awareness programs that address HF and MEM matters. All technical.p&o&el need to be exposed to a level of HF and MEM awareness training commensurate with their duties and iespo'niibilities in the AMO. For example, the subject is introduced during initial employment mining for"i~~,,tradespersons and engineers alike. However, as each member's duties and responsibilities to maintenance expand so too must their level of HF and MEM awareness. ..: . ... . .

148. Clause d. All instances of indea . . ,or @awropriate maintenance must be investigated and reported to, at least, the Sponsor and the TAR The puipose oX..tl+e investigation is to understand the HF and MEM factors relating to the incident and use the resulting infdr&ion to assess &d address latent and active failures in the MMS and to detennine followdn requirement%relating . to . failwes and violations

. .

149. Clause e. The integrity ofthecontent of all reports resulting from investigations of incidents must be maintained. To that end,.:AMO~personnel conducting investigations and raising reports must be competent to do so. Additionally, p e ~ ~ e l . . . & b o conduct investigations of maintenance incidents need an authorisation from the AMO. There is no parti~ular:req*ent that the SMM provide the anthorisation, however it should be pmvided by a person in the AM0 who is1bth sen& in the organisation and who also understands the need for only competent personnel to conduct inveqation&:&nd ..:,. .. raise reports.

.. ..... . . . . . . . . . . .

Acceptable . . ~eansof Compliance - Regulation 4.5.4 .. .. . . .

150. . . .Chu$e:a. SAFETYMAN Volume 3 Part l-Defence Aviation Safefy Manual (DASM) provides an ac&t&e: h s of compliance for this regulation. Commercial AMOS are encouraged to refer to the reference whe~~they.develop their HF and MEM system, noting that some commercial AMOs may be contracted to conduct HF and MEM related functions in accordance with the reference. In all cases, each AM0 will be expected to have a formal system that covers the range of identification, notification, reporting, and management of HF and MEM.

151. Clause b. A procedure that requires the AM0 to be continually alert to the need for maintenance personnel to be in an acceptable condition to be able to perform maintenance. Further, the procedure needs to include the means for maintenance personnel to be able to alert the AM0 management when there is a heightened risk to maintenance due to a person's physiological or psychological condition

152. Clause c. Documenmy evidence of a HF and MEM awareness continuation training program being conducted in the AM0 including training material and personnel records showing receipt of such training. The content of the awareness program should be graduated to meet the needs of personnel at all levels of the AMO. For example, tradespersons may not need as deep an understanding of HF and MEM as would a senior person whose duties include investigation and r e p o h g of incidents.

F - 2 2

153. Clause d. Reference D, SAFETYMAN Volume 3 Part 1-Defence Aviation Safety Manual (DASM) provides an acceptable means of compliance for this clause.

154. Clause e. An AM0 using trained and authorised personnel to investigate and report maintenance incidents would be considered an acceptable means of compliance.

REGULATION 4.6.1 - FACILITIES

Philosophy and Concept

155. Facility requirements are an integral part of maintenance. Suitable facilities will improve the technical airworthiness and work environment aspects of maintenance conducted. Conversely, inadequate facilities may result in below standard maintenance practices and/or damage to the product being maintained Special considerati6hwhuuld be given to storage facilities due to the impact they have on technical airworthiness with respect to. s&x&atibn, preventing deterioration and providing security. To ensure that only appropriate facilitie assess AM0 facilities for adequacy with respect to the scope and level of maintenance conduc

Cross References

156. The following references are relevant to the requirements of this regulation: ..:.

a. Federal AviationRegulations FAR 145.103,145.105,145.203;

b. European Aviation Safety Agency (EASA) Regulation 145.A.S,?nd . .. .:. .... ...

c. Civil Aviation Regulations 1988, Regulations 30, 213. ;:.':: ... . .

Explanation and Amplification

157. For the purposes of this regulation, facilities are deffied'a~ fixed plant, hardstands, buildings or other structures that serve to house, store and secure aircraft andlor:~eronau&cal Product including associated equipment, instructions, data and documentation and include those areaswl&rq.whtenance is managed, planned, and conducted.

158. The ADF AMRs do not replace the requirem 0 to comply with government or other applicable authority regulations and legislation (with TAR would expect AMOS to meet, and have donunented proof of compliance with, all alth and Safety and Environmental Protection Agency requirements.

159. Where the AM0 proposes to uti.kse *;<facility not previously included as pm of their AM0 cemfication process, they should ensure that those faciliti+:,,,, ::!'

a. supports the level.a.nd'sc.ope@f ... . . majntenance being (or to be) conducted; ... .. ..

b. is formally submtted to the TAR ma the relevant Sponsor; and ...

c. is fonnalllyicce&edb$ the TAR prior to the commencement of maintenance in the proposed facility.

160. In additiont@.the"g&ne,ral facilities requirements, the AM0 needs to be cognisant of the storage requirements for Aeronautical Product and;associated documentation for which they are responsible. The AM0 should be able to prove to the TAR storage facility requirements determined bytbe rel&t AEO are applied. Where the AEO does not spec* . s@rag$"iequirements, .. the OEM andfor national standards should be adhered to.

161. .::T~&TAR secognises that an AM0 may be required to conduct maintenance at a location other than its parent facilitie~foro~erational deployments, emergency repairs/modiiications or to conduct in-field specialised services such as:Non'Deskctive Testing. Where the AM0 is required to, or have the capability to, conduct maintenance at another location, the AM0 needs to have a system that determines the facilities required and allows for the assessment of those facilities. The system of assessment for away-base facilities should consider the same aspects listed above for permanent maintenance facilities, paying additional anention to the following:

a. the specific scope and level of maintenance to be conducted at the alternate facility and consequent required features (hangar space, hardstand size, compass swing area, consurnables storage, compressed air, waste disposal, explosive ordinance requirements);

b. any noteworthy environmental considerations, such as salt spray, high humidity, andlor heat; and

c. possible or identifiable security threats,

Acceptable Means of Compliance - Regulation 4.6.1

162. Facilities that provide appropriate: working space; security; segregation; protection against deterioration, contamination, col~osion and damage for the conduct of maintenance of State Aircraft andlor Aeronautical Product within the AMO's celmed scope and level.

ANNEX G TO DGTA NPRM 03-08 DATED 13 NOV 08

SECTION 4

CHAPTER 2

AIRCRAFT MAINTENANCE AND MANAGEMENT PROCEDURES

GUIDANCE - REGULATION SPECIFIC

Applicable Regulation

Regulation 5

5.1 -CONDUCT OF MAINTENANCE

REGULATION 5.1.1- AUTHORISED TECHNICAL DATA

Philosophy and Concept

1. An AM0 needs to have access to all the information required to conduct maintenance to the scope and level to which it is ceaifted. That information will be located in various publications, inshuctions, directives, orders or other data repositoly (for example, electronic media) and there must be systems in place to ensure its continned validity.

Cross References

2. The following references are relevant to the requirements of this regulation:

a. European Aviation Safety Agency (EASA) Regulation 145.A.45;

b. Civil Aviation Regulations 1988, Regulations 2A, 42V;

c. AAP 5030.001 (AMl) - RAAF Publication System Technical and Non-Technical Manuals; and

d. NAP 7000.001-2 -RAN Air Technical Publication System.

Explanation and Amplification

3. Clause a. For the purpose of this regulation, Authorised Technical Data is publications, instruction$ orders, directives and data including all technical information such as specitications, drawings, and technical handbooks approved for use by DGTA-ADF or relevant AEO.

4. Clause b. An AM0 is to conduct maintenance of State Aircraft andlor Aeronautical Product in accordance with DGTA-ADF and relevant AEO Authorised Technical Data. The AM0 needs to ensure that any data approved by DGTA-ADF or the relevant AEO is applicable to its cefied scope and level. All Authorised Technical Data must be held and used by the AMO. Where Authorised Technical Data is not readily available, AMOS should have a system to obtain the required Authorised Technical Data prior to the commencement of maintenance.

5. Clause c. When an AM0 identifies any deficiencies with Authorised Technical Data the AM0 must not@ the Sponsor of the Authorised Technical Data to enable the deficient Authorised Technical Data to be amended and updated.

6. Clause d. Authorised Technical Data is u e n t at the time of issue, however over time data is revised, superseded, expires or is removed. An AM0 must maintain a documented system for the review and management of Authorised Technical Data to ensure the data used to conduct maintenance remains current.

7. Clause e. An AM0 must hold and coniinue to hold Authorised Technical Data that is complete, up to date, in good order, accessible, and applicable. An AM0 must be aware of the Authorised Technical Data it holds and manage that data. The intent of these sub-clauses is to defme the minimum requiremelds for the Authorised Techtncal Data held by the AMO.

8. Clause f. There will be times when the AM0 cannot comply with the Authorised Technical Data. In these instances the AM0 must notify the Sponsor of the Authorised Technical Data so that the sponsor of the Authorised Technical Data can provide authoritative direction to the AMO.

9. Clause g. Often AMOS hold data such as training notes which are not approved for use by DGTA-ADF or the AEO for the conduct of maintenance. This information may be use fnl for trouble shooting or providing

maintenance staff with generic system and maintenance related guidance. This is acceptable provided the data is clearly identified as not to be used for maintenance and AM0 staff are aware of the status of the data.

10. Clause h. Authorised Technical Data used in the conduct of maintenance is documented in both State Aircraft and Aeronautical F'rodnct specific and generic maintenance manuals. A broad range of philosophies are applied when developing these maintenance manuals which results in varions levels of detail in the maintenance steps stipulated in these manuals. Some manuals contain procedures broken down into very detailed steps with minimal assumptions made about technical competence of personnel involved in the task. Alternatively, some maintenance manuals provide broad direction on a task, and rely on some assumed knowledge possessed by a technically competent maintenance workforce.

11. Since the ADF uses a wide range of manuals, maintainers have historically been given discretion to amplify and clanfy mai~ltenance procedures. This allows time-efficient maintenance without the need for continual recourse to the engineering organisations that sponsor the maintenance manuals.

Deciding seniceability criteria within AMOS

12. Allowing authorised AMOS maintenance staff to make defined engineering decisions is a long-standing, accepted element of the ADF's technical airworthiness framework. Localised time-critical, risk based decision making is enbrely appropriate in some situations to increase operational availability or improve efficiency in the maintenance effort. One type of engineering decision tbat can be made, in defmed cirmmstances, is a decision on serviceability.' Creating new seniceability criteria, and amending exidng criteria are engineering decisions. Applying those criteria to decide whether a component2 is seniceable is a maintenance decision. Deciding sewiceability criteria is the normal pmview of the AEO. Nevertheless, in some defined circumstances maintenance staff are able to decide serviceability criteria. Note that it is not possible to determine a component's serviceability without wing serviceability criteria.

13. L i k between criteria and disposition of unserviceability. Once a component bas been determined to be ~ n s e ~ i ~ e a b l e , it may be dispositioned in one of two ways. First, it may be repairs so as to return the component to serviceability before the next flight. Second, the unseniceability may be deferred using the established deferment of maintenance process.

14. Importantly, any wo& required to confim the unserviceability of the component, including decisions on serviceability criteria, is a necessary precondition to initiating the deferment of maintenance process, but it is not part of the deferment of maintenance process. The deferment of maintenance process may only begin once a component is determined to be unserviceable.

15. Types of seniceability criteria. There are two broad types of serviceability criteria. The first type is objective in that it requires maintenance staff to determine the value of a measurable parameter and compare that measurement against a defined value. Such measurable parameters include flnid level pressure, temperature, time, resistance, weight, leahage rate and physical dimensions. The defined value is specific to the component in its aimaft application. For example, whilst leakage rate is relevant in determining serviceability of all hydraulic actnators, the defmed value may vary in different applications. The same actuator, fitted to different sire may have different allowable leakage rates. The second type of criteria applies to Unse~iceabilities that can not always be defined by measurable parameten. The AEO recognises and accepts that these subjective criteria require maintenance staff to apply their training and experience to determine whether, for example, there is 'free play', and 'comosion', 'contamination by oil and grease', 'adequate clearance' or 'loose rivets and fasteners'.

16. Publishing seniceabii i criteria. Sewiceability criteria are published in different types of maintenance publications. First, and AEO responsible for a system will publish both objective and subjective criteria, relevant to a particnlar component. In the component's maintenance marmals. For example, the maintenance manual for a hydraulic component fitted to a caribou may have specific serviceable criteria for allowable pressures and leakage rates.

1 Other types of engineering decisions that may be authorised within an AM0 are deferment of maintenance, and the ability to vary, within limits, published maintenance procedures. 2 The term component will be used as a generic tern for all puts of the system, including srructnral elements and fasteners.

17. Second, AEOs publish both objective and subjective sewiceability criteria in thc s c ~ c i n g schedules and scheduled servicing wolksheets for systems and their components. Both types of criteria may he documented for a specific component Subjective criteria are commonly implied by zonal inspections during scheduled sewicings. These inspections use standard terms and words3 that invoke universally recognised serviceability criteria, such as:

a. Any incorrect sequencing of assembly or orientation of assembled components is an mewiceability.

b. Any missing component constitutes an unsewiceability

c. Any component that physically intelferes with function or performance of another component is an me~ceab i l i ty .

d. Any failed locking device is anunse~iceability.

18. Third, DGTA-ADF and AEOs with broader teclmology-based responsibilities may publish, in generic technology manuals, serviceability criteria relevant to components used across multiple systems. For example, there are sewiceability criteria relevant to aircraft wiring, structural repair and integrity of fasteners.

19. T i e critical decision making. Three different scenarios are explored in the following. In each scenario the regulatory position described is based on;

Where resolving uncertainty about serviceability criteria would markedly reduce operational availability or maintenance eficiency, then it is reasonable quickly default to the deciding the component is unsewiceable and then apply ngour to disposition the unsewiceability.

a. Scenario 1. Clear seniceability criteria. For some types of potential Unsewiceabilities on specific components, the serviceability criteria are nnambiguou$ clear 3nd sufficient AM0 maintenance staff do not usnally require advice on the criteria or its application to the component. In this scenario maintenance staff have no discretion to create new criteria or modify existing criteria without reference to the AEO.

b. Maintenance staff must apply the specified criteria to decide whether the component is sewiceable or USe~ceable.

c. Scenario 2. Unclear seniceability criteria. In this scenario there are documented criteria for a potential unsewiceability of a specific component. Nevertheless, AM0 maintenance staff may consider that the criteria may be interpreted in different ways. There may also be conflicting criteria relevant to the same component. AM0 staff may choose to seek direction from the relevant AEO. When they consider that seeking AEO direction would markedly decrease operational availability or maintenance efficiency, they must elect to choose reasonable interpretation that makes the component more likely unserviceable.

d. For example, one reasonable interpretation of the criteria may lead to a decision that the component is serviceable and another reasonable interpretation that the component is unserviceable. If there is no reference to the AEO, the maintenance staff must default to the interpretation which makes the component unserviceable.

e. In another situation, one interpretation of the criteria may set a higher Standard of sewiceability than other interpretations. Maintenance staff must default to selecting the more consewative interpretation The outcome might still be that the component is still serviceable, but it is a tougher test.

f. Note that the subjective sewiceability criteria are not, by their nature, always within this scenario. The absence of measurable parameters does not, by itself, make the criteria unclear.

g. If the documented serviceability criteria are so vague or as to be incapable of reasonable internretation maintenance staff are to assume that no criteria have been nublished. Maintrenance staffLmust then treat the decision as discussed in scenario three below.

h. Scenario 3. No documented serviceability criteria. In this scenario, there are no serviceability criteria specifically documented for the panicula~ potential fa&. For example, this scenario may arise during an unscheduled arising, since the criteria documented in the scheduled sewing worksheets do not, at face value, apply to unscheduled arisings. In this situation AM0 maintenance staff should use these documented serviceability criteria to the extent they are relevant.

i. If there are stiU no relevant documented criteria AM0 maintenance staff may choose to seek immediate direction from the AEO. When they consider that seeking AEO direction would markedly decrease operational availability or maintenance efficiency, they must develop relevant sewiceability criteria that make the component unserviceable.

Referto AAW001.038(AM1).

j. For example, during an unscheduled replacement of a hydraulic line in an aircraft's wheel well, a potential unserviceability in another component may be detected. If there are relevant serviceability criteria for the wheel well's zonal inspection in the R2's worksheets, these criteria may be used. If there are no criteria in the worksheets. no criteria in the component's maintenance manual and M criteria in generic technology manuals, then maintenance staff must seek AEO direction or create criteria which make the component unserviceable.

20. Which AM0 maintenance staff can decide serviceability criteria?

a. Scenario 1. In this scenario there is no decision-making by maintenance staff.

b. Scenario 2. Deciding whether an interpretation is reasonable requires judgement. Therefore, the choices between reasonable interp~etations must be made by maintenance staff of at leasf or equivalent to, Trade Supervisor status. Trade Supelvisors in doubt about their interpretations are to seek the advice of, or refer the serviceability criteria decision to, their senior maintenance staff.

c. Scenario 3. In scenario 3, all authorised maintenance personnel, irrespective of rank or position, can decide serviceability criteria in accordance with limitation discussed above. The rationale for this broad authorisation is the severe and conservative constraints on maintenance staffs ability to decide criteria.

d. SMM discretion. SMMs may choose to exercise tighter coneol, within their AMOS, on who can decide seniceability criteria in scenarios 2 and 3.

21. Seeking advice To inform the decision on serviceability criteria, the decision maker may choose to seek advice from other people on:

a. The documented location of relevant seniceability criteria;

b. Decidmg serviceability criteria for those situations in which AM0 staff can create criteria (as discussed at Scenario 3) ; and

c. How to apply a conservative interpretation to existing criteria open to various interpretations(as discussed at Scenario 2).

22. In the ADF technical airworthiness framework, there is no concept of authoritative engineering advice being provided to AM0 maintenance staff making decisions on, or applying, serviceability criteria. There is not, nor has there ever been, a concept that people must he authorised to provide advice to decision-makers who seek advice.

23. Importantly, any person asked to provide advice should, to the e m t that she or he considers capable to comment:

a. Refer the maintainer asking the question to the relevant pan, if it exists, of the anthorised documentation that provides serviceability criteria.

b. Provides advice on interp~etation of serviceability criteria open to multiple reawnable interpretations;

c. Suggest seniceability criteria allowable under Scenario 3; and

d. Comment on the developing view of serviceability criteria expressed by the decision-maker.

24. Operational availability and maintenance efficiency. The above discusses the ability of AM0 maintenance staff to take specific engineering decisions, when transferring the decision to the AEO would markedly reduce operational availability or maintenance efficiency. The intent is not to create a situation where AM0 maintenance staff stop seeking direction from AEO staff on se~i~eability criteria in sitnations when awaiting direction from AEO staff on seniceability criteria in situations when awaiting direction would not create these effects. The AMO's ability to create serviceability criteria should not be abused.

25. Feedback to AEOs. AMOS who discover problems with existing AEO-published serviceability criteria, or would like an AEO to document new serviceability criteria, should advise the relevant AEO through the n o d PIRR process. Ideally, this engagement should occur in a considered manner without putting the AEO under adverse time pressures.

Clarifying and amplifying maintenance procedures

26. Maintenance procedures are pan of the Instructions for Continning Airworthiness for an aircraft or Aeronautical Product They are normally provided by the relevant AEO, after the procedures have been processed through the Design Acceptance process. They must be distinguished from maintenance management procedures, which are the means by which an AM0 describes how it intends to manage its maintenance activities. For instance, a procedure describing the removal of a component from an aircraft is a maintenance procedure. A procedure that describes the method of authorising a tradesperson to remove the component is a maintenance management procedure. AMOS can create and amend maintenance management procedures without reference to the relevant AEO.

27. Amphfying or clanfying a maintenance procedure requires that an AEO-authorised maintenance procedure exists to achieve the desired maintenance outcome. The mintainer seeks to vary part of the procedure. The ability for AMOS to clarify or amplify maintenance procedures depends on the type of maintenance procedure. For the purposes of the ADF AMRs, maintenance procedures are characterised by the extent that they:

a. describe serviceability criteria;

b. contain quantitative criteria that do not form part of serviceability criteria (torques, pressures, dirnensi~ns);~

c. provide a sequence of specific steps required to complete the maintenance activity;

d. relate to safety-critical systems or non safety-critical systems;

e. require inspections or disassembly/assembly;

f. pose OH&S hazards to maintainers,

g. prescribe zonaVsystem cautions and warnings,

h. detail the use of tooling and GSE; and

i. detail the use of POL and other consumables.

28. Maintainers are not able to amplify or clarify quantitative criteria or their units of measure, in any maintenance procedure. Such clarification or amplifcation is to be sought from the relevant AEO.

29. Any maintenance pmcedure contains a series of sequenced steps. Maintenance procedures may be amplified or clarified by:

a. inserting steps:

(i) between existing steps;

(ii) before the first documented step, where the new step@) is necessary in order to perform the maintenance procedure; and

(iii) after the last documented step, where the new step@) are necessary in order to complete the maintenance procedure.

b. not performing existing steps which are clearly not applicable to the maintenance task being performed.

30. Distinction must be made between the sequence of steps in a maintenance procedure and a sequence of maintenance procedures. Whilst there should be some safety-based rationale for the former sequence, there is often no rationale for tbe latter. For example, a flight servicing schedule contains a sequence of maintenance procedures, some of which are not associated. The publication may imply that a mintainer should examine aircraft brakes before chec- cockpit switches, but performing these steps in the reverse sequence would have no impact on aircraft ~afe ty .~ Maintainers can vary the sequence of maintenance procedures. In contrast, the sequence of steps required to remove and reinstall a component are critical. Thus within a maintenance procedure, amplifying and clanfying does not include amending exisfing steps or the sequence in which the existing steps are to be performed relative to each other.

31. The distinction between the sequence of logical steps within a maintenance procedure and the sequencing of maintenance procedures for efficiency can be blurred. Maintainers are to exercise their professional judgement in making such distinctions.

32. Further, maintainers can only add additional steps to a maintenance procedure when:

a. such steps only require the techniques/skills required of appropriately task-authorised maintainers; and

b. the maintainer has available the tooling/GSE/POL and other consumables required to performthe step.

4 Serviceability criteria can include quantitative criteria Usually a measurement is taken and compared to benchmark criteria to determine serviceability. Other maintenance procedures can include quantitative criteria without any requirement to determine serviceability. 5 Although the steps may be sequenced for ergonomicltime-efficiency reasons.

Creating Maintenance Procedures

33. There may be certain cases where ampM~cation/cl~cation of an AEO-authorised maintenance procedure may appear to cross the line and lead to the creation of a new maintenance procedure. The creation of a maintenance procedure by a maintainer usually implies that no AEO-authorised maintenance procedure exists to achieve the desired maintenance outcome. A maintenance procedure can also be created, in specific circumstances, when there is an extant procedure, but the maintainer has good reasons to create an alternative procedure.6 Maintainen can create new maintenance procedures only in the following scenarios:

a. Scenario 1. A maintainer needs to maintain component X for which there is no specific documented maintenance procedure. Nevertheless, generic maintenance m n a l s exist for the class of components containing component X. The maintainer is able to create a specific maintenance procedure for component X provided that this maintenance procedure falls entirely within the bounds of the allowable procedures in the generic manual. For example, a maintainer may develop a spccifc repair procedure for a structural defect if the type of defect is identified in the relevant structural repair manual and a generic repair scheme is detailed.

b. Scenario 2. A maintainer intends to perform an AEO-authorised maintenance procedure on component X. In order to gain access to component X the maintainer needs to tempo- remove component Y. There is no AEO-anthorised removaVinstallation process for component Y. The creation of a removaVinstaUation procedure for component Y could be considered the creation of a new maintenance procedure. The regulatoly position is that this situation falls within the discretion of AMOS to create new steps before an existing AEO-anthorised maintenance procedure, when those steps are necessary to perform the anthorised procedure. The critical consideration is whether Component Y is part of an AEO-specified safety critical system. If so, the AM0 can only perform the r e m o v a V ~ t i o n if the AEO has provided an authorised procedure for confirming the serviceability of the safety critical system after it has been disturbed by the removal and reinstallation of component Y. If the system is not safety critical, maintainen can exercise their professional judgement in deciding the steps for c o n f i i g serviceability.

c. Scenario 3. During a zonal inspection a defect is detected in component X. There is no specific AEO- anthorised maintenance procedure for the removaVinstallation of component X. Ma intainers can remove unserviceable components, without reference to the AEO, in defmed circumstances. For components in AEO-specified safety critical systems, the caveat discussed in scenario 2 applies. The AM0 can only perform the removal/installation if the AEO has provided an anthorised procedure for confirming the se~viceability of the disturbed safety critical system.

d. In these scenarios, the caveats discussed at paragraphs 15 through 18 apply to the ability of the maintainer to create steps in any maintenance procedure.

e. Scenario 4. A maintainer wants to create a maintenance inspection that does not require the component to be disassembled or reassembled. A maintainer may create a maintenance inspectio~ at any time, for the pmposes of highlightmg a potential unse~iceability. The maintainer may not create a maintenance inspection containing serviceability criteria

Occupational Health and Safety

34. In creating, amplifying or clarifying maintenance procedures, AEOs are required to consider their impact on the Occupational Health and Safety (OH&S) of maintainers. In creating, amplifying and clarifying maintenance procedures, maintainers are also to consider OH&S impacts.

Zondsystem cautions and warnings

35. In creating, amplifying or clarifying maintenance procedures, maintabas are required to consider the relevance of auy zonal/system cautions and warnings.

Compelling emergency or contingency situations

36. In compelling emergency or contingency circnmstances, maintainen can create, ampbfy or clarify maintenance procedures without the consmints described above. The AM0 must be prepared to just* such actions to the Technical Airworthiness Authority (TAA) after the return to normal operations.

6 In this latter case, there is potential for overlap with an ampliiiedJcW1ed procedure.

Decision to defer maintenance

37. The decision to defer an unseniceability is often accompanied by a decision to introduce some targeted maintenance procedure to reduce the risk posed by the deferred maintenance. Maintainers can create new maintenance procedures, or amplifylclanfy existing maintenance procedures, in this situation without the cowmints described above. The maintenance procedure would need to be agreed by the deferment authority as part of the total decision. Such decisions could be subject to review by the AEO or TAA.

Contingency Maintenance (CMAINT) and Battle Damage repair (BDR)

38. Regulation 5.1.12 allows maintainers to exercise CMAINT and BDR procedures approved by the relevant AEO. These AEO-approved procedures may provide maintainers with discretion to amplify, clarify and create maintenance procedures. In this situatioq maintainers would not be subject to the constraints described above.

Time-criticality of decisions

39. In exercising their ability to create, amplify or clanfy any maintenance procedure, maintainers should be cognisant of the time-criticality of the decision. Maintainers should only create, amplify or clarify maintenance procedures in situations where not to do so would markedly reduce aircraft availability or maintenance efficiency.

Self-assessed competence

40. Although maintainers have a restricted ability to create, amplify or clarify maintenance procedures, they should not do so where they believe such action would be outside their self-assessed level of competence. They are to take particular care in exercising their ability to create, amphfy or clanfy maintenance procedures on AEO-specified safety critical systems.

Who can authorise

41. Regulation 5.1.1.h only authorises SMMs to ampw or clanfy maintenance procedures. Taken literally this requirement would require constant referral of decisions to the SMM that would overload the MMS. This regulation is to be interpreted as requiring the SMM to document, as a maintenance management procedure, the system to be applied within the AM0 to create, amplify or clarify maintenance procedures. The maintenance management procedure is to:

a. spec@ who in the AM0 can ample, clanfy and create specific types of maintenance procedures;

b. include all the constraints and considerations discussed above;

c. explain what 'time criticality' means in the context of that AMO; and

d. describe the method to be used in documenting approvals.

Advice to AEOs

42. The TAMM requires that the AM0 shall report to the relevant AEO any deficiencies in authorised maintenance procedures. Thus AMOS are to advise the relevant AW) of:

a. regular creatioq amplitication and cla&cation that should be documented by the AEO in the relevant maintenance manual, and

b. any creation, amplif~cation or ~ l a ~ c a t i o n of maintenance procedures for safety-critical systems.

Acceptable Means of Compliance -Regulation 5.1.1

43. AAP 7001.059(AMl) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

REGULATION 5.1.2 -MAINTENANCE CERTIFICATION

Philosophy and Concept

44. All maintenance must be certified by a person who is anthorised for that maintenance to ensure that the maintenance has been performed completely, correctly and in accordance with Authorised Technical Data. AM0 personnel need to understand that they are responsible and accountable for the maintenance they oertlfy.

Cross References

45. The following references are relevant to the requirements of this regulation:

a. Federal Aviation Administration (FAA) Regulation 43.2;

b. European Aviation Safety Agency (SASA) Regulation 145.A.50;

c. Civil Aviation Safety Authority (CASA) Regulation 42ZE;

d. Canada Transport Civil Aviation (CTCA) Regulation 571.1011 1; and

e. Civil Aviation Authority (CAA) Regulation 43.1011145.103

Explanation and Amplification

46. Clause a. When an authorised person certifies for maintenance by signing (electronically or physically) they are taking responsibility for that maintenance and will be accountable for that maintenance.

47. Clause b. An authorised person c e m i n g maintenance must ensure maintenance being performed is accurately and progressively documented in accordance with the requirements defmed in Regulation 5.2.1. The description of maintenance pedormed must be precise and reflect the actual maintenance that was performed.

48. As maintenance varies in complexity, diiXculty, cross trade requirements and duration it is ditlicult to defme the requirements for progressive certification of maintenance. However, an AM0 should ensure, as a minimum authorised persons certify for maintenance at the end of a shift, prior to another trade categoly begiMing their phase of a maintenance task, and at the completion of maintenance.

49. Clause c. A person may only certify maintenance if they are duly authorised to cerofy the maintenance performed and they either physically performed the maintenance, or supelvised the performance of the maintenance. When a person cerIjfies maintenance they supervised they must be satisfied the maintenance was performed correctly and accept responsibility for that maintenance. In addition where an authorised person performs maintenance, and requires the assistance of other personnel, including trainees, the authorised person certifying the maintenance is responsible for all maintenance performed.

50. Clause d. All maintenance must be cemfed as complete but only after the following sub-clauses have been ensured:

a. Sub-Clause d(1). Maintenance can only be performed by authorised persons. The AM0 MMP will detail the process for authorising persons for the performance of maintenance. The AM0 will defme the scope and level of the maintenance activities that authorised persons can perform. Authorised persons must only perform maintenance within the limits of the authorisation granted by the AMO.

b. Sub-clause d(2). Authorised Technical Data will define the required maintenance actions to be carried out. When c e m i n g maintenance the authorised person must ensure that the maintenance performed was appropriate and applicable to the required task and that the product is fa for reblm to service.

c. Sub-clause d(3). The AMO's MMP documents the AM0 maintenance management system that is compliant with ADF AMRs. As such, an authorised person must ensure that the maintenance is performed in accordance with the AMO's maintenance management system prior to c e m i n g for the maintenance.

d. Sub-clause d(4). A foreign object hazard is any item left behind after maintenance that may cause damage to, or prevent the correct operation of, an aircraft and/or Aeronautical Product. The AM0 MMP will derail the process for foreign object control. A person certifying for maintenance must ensure that no foreign objects remain in the item being maintained.

e. Sub-clause d(5). If the maintenance completed is a stage of maintenance, or further maintenance is required, all further required maintenance must be documented in the aircraft or Aeronautical Product maintenance documentation

51. Clause e. The authorised person who certifies the maintenance accepts responsibility for the maintenance whether they performed the maintenance or they Supelvised the performance of the maintenance. Although other authorised persons may have pefiormed the maintenance, the authorised person certifying the maintenance as complete accepts responsibility for the maintenance being completed correctly.

Acceptable Means of Compliance -Regulation 5.1.2

52. AAP 7001.059(AMl) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and is an acceptable means of compliance.

REGULATION 5.1.3 - INDEPENDENT MAINTENANCE INSPECTIONS

Philosophy and Concept

53. All maintenance tasks cany vruying levels of risk. To ensure the integrity of maintenance, those tasks that cany high risk and whose consequences of maintenance error include a &ect, adverse affect on flight safety need to be identifled and independently inspected. Independent Maintenance Inspections (IMIs) are performed by an independent authorised person on certain maintenance tasks to verify the quality of workmanship, integrity of items systems and equipment is maintained, and detection and subsequent correction of maintenance mors.

Cross References

54. The following references are relevant to the requirements of this regulation:

a. European Aviation Safety Agency (EASA) Regulation 145.A.65;

b. Civil Aviation Safety Authority (CASA) Regulation 42G; and

c. Civil Aviation Authority (CAA) Regulation 43.113.

Explanation and Amplification

55. Clause a. The person performing the IMI needs to be authorised in accordance with Regulation 4.5 (Personnel Requirements). Where an IMI is required, the authorised person may cany out the inspection, providing that person was not involved in the maintenance task. A person is to be considered as being involved in the maintenance task if they performed or supervised any of the maintenance to be inspected.

56. Clause b. For the purposes of this regulation safety critical items, as determined by maintenance personnel are those items where maintenance e m r would lead to functional loss or secondary damage that have a direct and adverse effect on the controlled flight of the air&.

57. The systems referred to in this regulation are -I defined as:

a. Sub-clause b(1). Flying coneols including a l l components and parts, the movement of which, in the functional sense, whether manual, power operated or power assisted, or electriclfibre (fly by wire~light), results in operation or loc!ang of the aircraft's movable aerodynamic surfaces (including flaps, airbrakes, trimming controls, helicopter rotor pitch change gear and dual conml systems).

b. Sub-clause b(2). Engine controls including all components and parts, the movement of which, in the functional sense, controls the power output of the engine (including propeUer pitch, fuel delivery and control systems, engine air inlet controls and reverse t h s t controls).

c. Sub-clause b(3). Undercaniage controls including all components and parts, the movement of which, in a functional sense, results in operation of the aircraft undercaniage (including retraction, lowering, up and down locking, steering and wheel braking).

d. Sub-clause b(4). Airborne oxygen equipment includmg gaseous and liquid distribution systems, on board oxygen genelating systems, emergency systems and portable oxygen storage and distribution systems.

e. Sub-clause b(5). Emergency egress equipment including those aircraft systems that are designed to function in an emergency to aid the safe escape of personnel from the aircraft. This includes maintenance of equipment opelated by explosive means when the equipment cannot be otherwise functionally tested and where correct operation of the equipment is critical to the safety of personnel'.

f. Sub-clause b(6). Loaded stowed and installed explosive ordnance.

g. Sub-clause b(7). Other systems as specified by the AEO in accordance with Regulation 3.5.15.

' This regulation is not intended to include items that are designed to support the safety of personnel following safe escape from the aircraft These items should not require additional IMIs when installed on the aircraft as &cient maintenance assurance on these items may be achieved in the life support wokshop environment.

58. Clause c. Completion of maintenance means the maintenance has bccn cemfied by the person who performed the maintenance prior to an IMI being p e d o d . An IMI must be performed prior to any subsequent maintenance that could impair or prevent the effective pelformance of that IMI. An example of subsequent maintenance is the installation of a panel that prevents access to the item($ being inspected.

Sub-Clause c(1). A check for correct assembly, adjustment andlor locking at the completion of maintenance requires the person canying out the IMI to determine or venfy that the item and its parts have been assembled; adjusted andlor all locking devices have been made safe in accordance with the Authorised Technical Data.

Sub-clause c(2). A check that an item and its parts operate with full range and freedom of movement, and in the correct sense requires the person canying out the IMI to verify that item being inspected have full and free movement, in the correct sense, throughout their operating range in accordance with the Authorised Technical Data.

59. Clause d. In accordance with Regulation 3.5.15 AEOs speclfy items and systems that are subject to IMIs. This will be issued in the Insmctions for Continned Airworthiness and subsequently issued to an AM0 as Authorised Technical Data. IMIs are to be performed in accordance with Authorised Technical Data.

60. Clause e. The application of IMIs is not exclus~ely limited to the conduct of maintenance on flight-safety- critical items. An IMI is an independent verification of maintenance quality, and as such it may have a broader use within the maintenance being conducted by an AMO. Reasons why an AM0 may wish to identify additional IMIs include the need to manage the effects of fatigue, ewimnmental extremes and other factors onmaintenance standards.

61. AM0 speciiied IMI requirements should be used sparingly. IMIs should not be used as a substitute for additional levels of supelvision or inadequate publications. In the first instance, changes or improvements to the Authorised Technical Data andlor improved effectiveness of supemision should be considered. This is to preserve the intent of IMIs, and remove the temptation for AMOS to speclfy excessive and unnecessq IMIs that can reduce maintenance efficiency within the AMO.

62. Clause f. Regulation 5.1.2.d guidance applies to this clause

Acceptable Means of Compliance - Regulation 5.1.3

63. AAP 7001.059(AM1) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and is an acceptable means of compliance.

REGULATION 5.1.4 - MAINTENANCE RELEASE OF AIRCRAFT

Philosophy and Concept

64. The p q s e of an aircraft being released from maintenance is to allow aircrew to make an informed decision concerning the condition of the aircraft and the suitability for operational p q s e s . The practice of releasing an aircraft from maintenance should ensure that all required maintenance has been carried out, the aircraft is in approved configuration and no maintenance will fall due during the scheduled period of operation

Cross References

65. The following references are relevant to the requirements of this regulation:

a. Federal Aviation Administration (FAA) Regulation 43.2;

b. European Aviation Safety Agency (EASA) Regulation 145.A.50;

c. Civil Aviation Safety Authority (CASA) Regulation 42ZE;

d. Canada Transport Civil Aviation (CTCA) Regulation 571.1011 1; and

e. Civil Aviation Authority (CAA) Regulation 43. I011145.103.

Explanation and Amplification

66. Clause a. On completion of all required maintenance an authorised person must make a certification in the maintenance record that will be visible to aircrew identifying that aircraft is released for operations.

67. Clause b. When an authorised person makes a certif~catiou that the aircraft is released from maintenance they are responsible to ensure that all required maintenance has been completed, or a detemination made in accordance with Regulation 5.1.6, the aircraft is in the required confguration, tooling is accounted for and no maintenance will fall due in the scheduled period of operation

68. Clause c. Normally maintenance should only be performed when an aircraft has bccn released to maintenance; however, it may be necessary to perform minor maintenance tasks while the aircraft is being operated by aircrew. This regulation allows an AM0 to select and authorise maintenance tasks lhat may be conducted after the aircraft has been released from maintenance and that do not compromise safety or adversely affect technical airworthiness and places a level of control over such maintenance activities. The AM0 is expected to promulgate in local instructions the processes, procedures and allowable maintenance that can be carried out after an aircraft has been released from maintenance. Maintenance carried out after an aircraft has been released from maintenance is not subject to the same aimorthiness safeguards as at other times and can be 3 dangerous activity. The SMM needs to put sufficient controls in place to ensure that there is an adequate level of safety, supemisio~ documentation and foreign object control. After the aircraft has been released from maintenance, any further maintenance must have authorisation from the aircraft captain before commencing that maintenance.

Acceptable Means of Compliance - Regulation 5.1.4

69. AAP 7001.059 (AMl) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and is an acceptable means of compliance.

REGULATION 5.1.5 -SAFETY

Philosophy and Concept

70. Within maintenance publications and instructions, warnings and cautions are provided to ensure safety of personnel and protection of equipment during particular maintenance processes. Every person involved in maintenance is responsible, not only for their own safety, but also the safety of subordinates and others within the worlrplace. This regulation requires that AMOS comply with all safety requirements specified by DGTA-ADF and the relevant AEO.

Cross References

71. The following references are relevant to the requirements of this regulation:

a. Defence Safety Manual, Volume 2, Part 4, and

b. AAP 7001.059 (AM1) - ADF AviationMaintenance Management Manual

Explanation and Amplification

72. Clause a. The regulation requires thaf in addition to ADF and Government requirements, AMOS comply with other safety requirements stipulated by DGTA-ADF and the relevant AEO. This regulation does not exclude an AM0 from complying with ADF policy or Government Legislation for Occupational Health and Safety.

Acceptable Means of Compliance -Regulation 5.1.5

73. The AM0 should ensure that personnel receive adequate training on the safety precautions to be obsewed whilst performing maintenance. Tbis includes continuation training to alelt maintenance personnel to changes to existing safety measures. The AM0 could have a documented system that ensures persow1 have access to and use appropriate personal pmte3ive equipment, as required for the maintenance task Material Safety Data Sheets for all hazardous materials used during maintenance and personal protective equipment requirements need to be consulted for the appropriate safety procedures prior to using the materials or commencing any hazardous process.

REGULATION 5.1.6 - DEFERMENT OF REQUIRED MAINTENANCE

Philosophy and Concept

74. Airworthiness and operational requirements require that every item of equipment installed in the aircraft must be operational at the beginning of a flight. Under certain conditions an acceptable level of safety can be maintained with specific items of equipment inoperative or defective, until repairs can be made. Deferment of required maintenance allows the AM0 to make an aircraft available for operational requirements. Consideration should be given to the circnmstances associated with the deferment of required maintenance including the severity of any damage, or the criticality of the inoperative or defective item or system. The deferment of required maintenance may require the application of specified operational limitations for the period of deferment.

75. The effective management of deferment of required maintenance can allow for increased operatonal availability. However, the impact on airworthiness, both operational and technical, needs to be considered when assessing and authorising deferment of required maintenance. Continued operation of an aircraft with defeued maintenance must be made by appropriately authorised personnel within the AMO, in accordance with an approved procedure. The SMM must review every deferment of required maintenance to ensure that &cient rigonr was applied to the decision.

Cross References

76. The following references are relevant to the requirements of this regulation:

a. Federal Aviation Authority (FAA) Regulation 129.14;

b. Civil Aviation Safety Authority (CASA) Regulation 42L; and

c. Canada Transport Civil Aviation (CTCA) Regulation 625.07 Mininmrn Equipment List.

Explanation and Amplification - Regulation 5.1.6

77. Clause a. Deferment of required maintenance should only be approved after an assessment has been made by the SMM or delegate that ensures an acceptable level of flight safety is maintained. The SMM or delegate are authorised to defer maintenance as they z e considered, inter alia, competent to judge:

a. when they need advice;

b. what type of advice they need and from whom they should source that advice;

C. what advice is useful and what is not;

d. when they are required to seek direction from the relevant AEO;

e. the relative weighing of differing or conflicting advice;

f. the technical, operational and personnel safety consequences of their decision; and

g. when they are not competent to make the decision (and thus the need to defer the decision to another authorised decision maker).

78. Seeking advice. The SMM or delegate may seek advice to inform their decision for the deferment of required maintenance. They may seek advice from anyone they consider able to add value to the decision. Importantly, there is no concept of people needing to be authorised before they are able to provide advice to decision makers of deferment of required maintenance. The types of technical advice that would be useful to a decision maker for deferment of maintenance include risk relevant advice on the:

a. consequences of failure or partial performance of the relevant system;

b. likelihood of failnre or partial performance of the relevant system;

c. appropriate period of the deferred maintenance;

d. evaluated level of risk in approving the deferment of maintenance;

e. potential risk treatments to reduce residual risk; and

f. impact of the deferred maintenance on the capability of the aircraft (including mission effectiveness).

79. Decision makers for deferment of required maintenance may also seek;

a. technical data to inform their decisio~ includmg component performance and reliability data; and

b. to have another person comment on their thought processes, without requiring specific information or other advice from that person.

80. Seeking advice is not transferring decision making. An authorised decision maker who seeks advice is not transferring the decision to the person providing the advice. The person asked to provide advice will never have complete understanding of all the relevant considerations. In many situations, he or she will be geographically distant and cannot see the UIwS~iCeable component or even photographs or diagrams of it The extent to which good advice can be provided depends largely on the information provided, and the questions asked by the decision maher. Therefore people asked to provide advice should do so to the best of their ability, without fear of them becoming liable for the overall intepriiy of the overall decision.

81. Advice that is not relevant to decision makers. Seeking advice on the serviceability criteria, or the criteria's application to a component is not relevant to a decision maker. Any uncertainty about sewiceability must be removed before the deferment of maintenance process can begin. The deferment of maintenance process may only begin when a component is deemed to be unserviceable. This can be confusing when the same person decides serviceability criteria, and then approves the deferment of maintenance. Nevertheless, the two processes are conceptually separate.

82. Clause b. There are a number of conditions under which the SMM or delegate may not defer required maintenance. The conditions are set to ensure that deferment of required maintenance is only authorised by appropriately trained, qualified and experienced personnel, with the reqnired information available to them and without being influenced by environmental, local or hnman factors.

a. Sub-Clause b(1). The SMM or delegate may choose to refer to any relevant data that they believe will assist in an informed decision being made. If that data is considered inadequate, in doubt or is not available the SMM must not defer the required maintenance.

b. Sub-Clause b(2). Although the SMM or delegate may hold an authorisation to approve deferment of required maintenance, this does not necessarily mean that they are competent to approve every deferment of reqnired maintenance that they may arise during the operation of an AMO. The SMM or delegate must be aware of their self-assessed level of competence. They should not approve the deferment of maintenance if the decision is outside their self-assessed level.

c. Sub-Clause b(3). The SMM or delegate may be subjected to various environmental, local or human factors whilst making a decision to defer required maintenance. These factors can include things like fatigue, adverse weather conditions (extreme heat or cold) or limited availability of airc- spares and personnel. The SMM or delegate should be aware of the influence of these factors, and ensure that their ability to assess deferred maintenance is not unacceptably impaired.

83. Clause c. The SMM or delegate may make a decision to defer maintenance based on relevant technical data for the particular aircraft, item or system. There wil l be situations where they are not aware of the full effect of the deferred maintenance on the operational or handling characteristics of the aircraft. For maintenance that falls into this categoly an authorised airerew member should be consulted to gain endorsement.

84. Clause d. There are a nnmber of recording requirements related to the deferment of required maintenance.

a. Subclause d(1). Maintenance should only be deferred if necessary Clearly defined deferment periods must be specified to ensure that the rectifications are carried out within reasonable timeframes.

b. Sub-clause d(2). Deferment of maintenance decisions should have the apprnpriate amount of rigour applied to them under the given circumstances. Deferment decisions should not be made on the basis of previously deferred maintenance. The decision by the SMM or delegate should be clearly documented including all factors considered when the decision was made. This ensures traceability of the deferment and allows for review of the decision at a later stage. Reference to material used to support a decision to defer maintenance may include:

(1) Australian Air Publications (AAP);

(2) Original Equipment Manufacturer IAEO advice;

(3) Minimum Equipment Lists W L s ) or approved list of permissible unsewiceabilities;

(4) risk assessments;

(5) aircraft systems Subject Matter Experts (SMEs) consultations; and

(6) anthorised aircrew consultations.

c. Subslause d(3). The system used to document maintenance should clearly present items of deferred maintenance to aircrew upon aircraft acceptance.

d. Sub-clause d(4). The documentation detailing the justification of the decision to defer maintenance must be retained by the AM0 as part of the aircraft record.

85. Clause e. Review of deferment of maintenance decisions is required to ensure that; conditions associated with deferment are met, and to provide a level of SMM oversight for these decisions, given that the SMM is accountable for these decisions, as stated in Regulation 4.5.1. Regular review refers to a periodic review by the SMM of deferred maintenance decisions should be frequent enough to ensure the SMM maintains oversight of decisions made by delegates. This could occur at a weekly or fomightly maintenance review meeting within the AMO.

86. The sub-clauses to this regulation defme the SMM's requirements when reviewing all decisions applicable to authorising the deferment of maintenance.

87. Clause f. Procedures for the deferment of maintcnance may be divided into two general areas. The first relates to the method by which delegates are assessed and approved. This should detail the training, qualifications and experience required for authorised deferment of required maintenance personnel, as well as the method by which they are assessed.

88. The second area relates to the method by which maintenance is deferred. This should detail the procedure by which the decision is made, as well as applicable data that must be consulted as part of the process All procedures relating to the deferment of required maintenance should form a part of the approved MMS as detailed in Regulation 4.4.1.

Acceptable Means of Compliance - Regulation 5.1.6

89. AAP 7001.059 (AMl) - ADF Aviation Ivlaintenance Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

REGULATION 5.1.7 - MAINTENANCE TEST FLIGHT

Philosophy and Concept

90. Arcraft test flights are not maintenance activities, however a requirement for maintenance test flights W) may be generated by the completion of certain maintenance tasks. MTFs may be conducted to verify the performance of an aircraft or aircraft system, where wolkshop tests and maintenance ground runs cannot prove safe operation

Cross References

91. The following ADF references are relevant to the requirement of this regulation:

a. AAP 7001.038 (AM1) -Maintenance Requirements Determination Manual;

b. AAP 7001.059 (AMl) - ADF Maintenance Management Manual;

c. DI(AF) OPS 1-10 -Flight Authorisation and Captaincy; and

d. DI(AF) OPS 2-1 - Aircrew Categorisation.

Explanation and Amplification

92. Clause a. Unless specifically stated otherwise by the AEO, MTFs should normally be conducted when an item that f o m part of an aircraft flight control or helicopter rotor system has been changed or a major adjustment has been made to an engine or propeller control.

93. Clause b. As a general principle, MTFs in suppofi of maintenance should only be conducted after all methods of determining se~iceability on the ground have been canied out

94. In the context of this regulatio~ MTFs are dedicated flights conducted as a result of maintenance being performed to verify the performance of an aircraft or aircraft system. These regulations do not apply to maintenance check flights where verification of maintenance is conducted during the come of a routine flight.

95. Clause c. The AM0 must ensure that aircrew are provided with Authorised Technical Data that details the requirements to be performed during m s , for example, MTF Schedules.

Acceptable Means of Compliance - Regulation 5.1.7

96. AAP 7001.059 (AMI) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and is an acceptable means of compliance.

REGULATION 5.1.8 - MAINTENANCE GROUND RUNS

Philosophy and Concept

97. All reasonable steps need to be taken to ensure aircraft systems are serviceable prior to releasing an aircraft for operafion or releasing an aircraft engine to serviceable stock after maintenance. Maintenance instmctions may require the confirmation of aircraft or engine serviceability through engine ground runs andlor engaged ground mns (for rotary wing aircraft).

Cross References

98. The following references are relevant to the requirement of this regulation:

a. Civil Aviation Safety Regulations (CASR) 43.170,43.175; and

b. AAP 7001.059 (AMI) - ADF Aviation Maintenance Management Manual.

Explanation and Amplification

99. Clause a. Maintenance Ground Runs are required to ground test aircraft engines, to investigate in-flight unse~iceabilities, prove aircraft systems prior to flight, test engine performance post maintenance activities as well as to cemfy seniceability performance parameters.

100. Clause b. Engine ground nms will usually be mandated by AEO Approved Maintenance Data. The AM0 will need to ensure that ground runs are also conducted (when applicable) for unscheduled maintenance (including disconnection and removal for access)

101. Ground runs that form an integral part of AEO approved maintenance procedures fulfil the requirements of this regulatoly clause. The AM0 also needs to possess and comply with the AEO authorised engine operating procedures and limitations

102. Clause c. Aircrew qnaMed on aircraft type and personnel authorised by the SMM may perform installed engine runs for maintenance purposes.

103. Clause d. T he dangerous nature of operating miary wing aircraft with rotors engaged requires type- authorised aircrew to perform these engine runs.

Acceptable Means of Compliance -Regulation 5.1.8

104. AAP 7001.059 ( M I ) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

REGULATION 5.1.9 -AIRCRAFT GROUND HANDLING

Philosophy and Concept

105. During aircraft opemtion and maintenance, aircrew and maintenance personnel should ensure that the risk of damage or personal injury is minimised when aircraft are being moved or handled. Ground handling should only be pelformed using AEO approved equipment and procedures.

Cross References

106. The following references are relevant to the requirement of this regulation:

a. Civil Aviation Order 20.3 -Marshalling and P m of Aircraft;

b. AAP 7001.059 ( M I ) - ADF Aviation Maintenance Management Manual;

c. ABR 5419 - Ship Helicopter Operations Manual; and

d. Air Standardisation Co-ordination Committee (ASCC) Air Standard - (AS) 44/42 and 65/37.

Explanation and Amptification

107. Clause a. Ground handling procedures (approved by the relevant AEO andlor DGTA-ADF) such as aircraft towing, mooring and wing walking requirements should be stated directly or by reference in the MMP.

108. Clause b. The AM0 should have appropriate training and anthorisation procedures in place for personnel involved in ground handling tasks. Personnel need to be authorised prior to perfo-g ground handling dclies.

109. Clause c. Marshalling signals need to be consistent with DGTA-ADF prescribed procedures.

210. Clause d. If local ~ocedures are promulgated they must not conflict with DGTA-ADF or AEO approved procedures.

I . Clause e. The MMF' need only state, or refer to another document containing, the approved reference listing the marshalling signals that are used. If locally developed marshalling signals are utilised, the specific details of those signals should be described in the MMF' or other referenced document.

b. AAP 7001.047 -Defence Aerospace ConfigurationManagement Mannal

Explanation and Amplification

115. Clause a. Smctnral repairs carried out on primary or secondary aircraft structure must be monitored by AEOs so aircraft shuctnral integdty can be maintained. Part of the process that allows AEOs to maintain current data includes the requirement that AMOS notify the relevant AEO when structural repairs are carried out. Details should include repair scheme used, location of repair and any other information that may be deemed relevant.

116. Clause b. The intent of this regulation is to ensure that an AM0 does not develop and implement their own smctural repair. AEOs must be made aware of all required repairs. The sub-clauses of this regulation detail the information that an AEO requires.

Acceptable Means of Compliance -Regulation 5.1.10

11 7. The AM0 has documented directly or by reference in their MMP a system that states how the AM0 ensures AEOs are notified of all structural repairs carried out by the AM0 on p m or secondary aircraft smcture. The system should ensure all staff are aware of their responsibilities in relation to this regulation.

REGULATION 5.1.11 -WEIGHT AND BALANCE

Philosophy and Concept

118. The weight and balance characteristics of an aircraft and selected Aeronautical Product need to be maintained within certain limits to ensure safe operation. While the management of basic weight and balance is the responsibility of the aircraft AEO, the venue responsible for conducting aircraft and selected Aeronautical Product weighing will be an AMO. Where there is a requirement to conduct aircraft or Aeronautical Product weighs, the AM0 needs to ensure that aircraft are weighed in accordance with relevant AEO andlor DGTA-ADF approved procedures and periodicities.

Cross References

11 9. The following references are relevant to the requirement of this regulation:

a. Civil Aviation Orders Part 100, Section 100.7 -Weight Control of Aircraft; and

b. DI(AF) AAP 7021.008-1 - Aircraft Weight and Balance General.

Explanation and Amplification

120. Clause a. Weight and balance information should be retained in accordance with Regulation 5.2.1 Maintenance Records and Documentation Requirements. The weight and balance repolt needs to be based on an actual weighmg of the aircraft or Aeronautical Product. This requires that either the S m or an appropriately trained individual appointed by the SMM, be responsible for aircraft and equipment weighs. The person appointed should have gained practical experience with aircraft weighing. The duties of this individual are to:

Acceptable Means of Compliance -Regulation 5.1.9

11 2. AAP 700 1.059 (AM1) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

REGULATION 5.1.10 - STRUCTUAL REPAIRS

Philosophy and Concept

11 3. Standard struclnral repairs are defied as those repairs that have been documented in Approved Maintenance Data (and are, in effect, pre-approved Deviations). Standard structural repairs represent a departure from the cwent approved configuration and must be notified to the relevant AEO. Repairs to primary and secondary structure should always be notified to the relevant AEO as these repairs could potentially affect future changes, modifications and any future repairs in the adjacent areas.

Cross References

114. The following ADF references address the requirement of this regulation:

a. LOG 08-4 - Confignration Management of Systems and Equipment; and

a. ensure aircraft or equipment documentation is annotated, when necessruy, as requiring a weigh;

b. accmtely perform the weigh in accordance with the procedure approved by the relevant AEO;

c. ensure the weighmg equipment (scales, weigh pads, etc) is serviceable and correctly calibrated;

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

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

f. sign off the aircraft or equipment documentation when weighing is completed; and transfer pertinent details into the aircraft maintenance documentation set.

121. Clause b. The AM0 should defer to the relevant AEO for clarification on which State Aircraft and Aeronautical Product require weight and balance records and what constitutes a major repaint and major modification. A minor change is one that has no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of an aircraft, aircraft engine or propeller. All other changes are major changes.

122. Clause c. The relevant AEO is responsible for the management of basic weight and balance progressive weight and balance relating to modification of State Aircraft and Aeronautical Product and as such must be kept informed of all results of State Aircraft weighs.

Acceptable Means of Compliance - Regulation 5.1.11

123. DI(AF) AAF' 7021.008-1 -Aircraft Weight and Balance General addresses the requirements of this regulation and is an acceptable means of compliance.

REGULATION 5.1 . I2 - CONTINGENCY MAINTENANCE AND BAlTLE DAMAGE REPAIR

Philosophy and Concept

124. Peacetime gaintenance policy for State Air& and Aeronautical Product is developed to ensure serviceable, mission ready equipment is available to meet identified needs. That maintenance policy considers cost reduction and asset prese~ation Peacetime maintenance may or may not be appropriate during a contingency as the priority to make aircraft mission worthy takes precedence over cost and asset preservation. Contingency maintenance (CMAINT) and battle damage repair @DR) schemes are required to expedite maintenance to allow an aircraft to meet compelhng operational requirements whilst preserving an acceptable level of technical airworthiness.

125. CMAINT comprises those maintenance activities that are peIformed during a declared contingency operation, when invoked by the Operational Commander. CMAINT may involve revised servicing schedules and component lifiig, and revised repairphilosophies.

126. BDR, which is a subset of CMAINT, is the means by which damaged aircraft can be repaired quickly to restore sufficient strength and airworthiness to permit aircraft to fly additional sorties. Alternatively it may be used to restore sufficient ainvorthiness to enable an aircraft to make a one time feny fight to a major repair facility.

Cross References

127. The following ADF references are relevant to the requirement of this regulation:

a. LOG 08-1 1 - Contingency Maintenance;

b. AAF' 7001.059 (AMI) - ADF Aviation Maintenance Management Manual; and

c. AAF' 7001.038(AMl) -Maintenance Requirements Determination Manual.

Explanation and Amplification

128. Clause a. (1) and (2). The AM0 should document the process for transitioning from peacetime maintenance to CMAWT and BDR The documented process should contain:

a. the publications and instructions referenced to perform CMAINT, for example the generic and aircraft specific aircraft BDR manuals and the CMAINT requirements detailed in the Technical Maintenance Plan;

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

c. any additional document requirements and control procedures; and

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

129. Clause a. (3). The AM0 needs to determine and state either directly or by reference in the MMP the qualifications and training requirements for personnel to be authorised as BDR assessors (repair development), BDR engineers (design approval) and BDR technicians. Selection for BDR training should be based on the level and nature of previous training and experience. BDR engineers should be snfIiciently experienced in aircraft structures and materials to allow them to approve BDR schemes without reference to higher authorities for repair approval.

130. Clause b. Contingency refers to any situation that involves force element groups committed to higher rates of effort and equipment availability than expected in normal operations. In this respect a "contingency" could involve a civil assistance, peace keeping operation or a conflict.

131. Clause c. Unlike maintenance training, BDR training must not be carried out on State Aircraft and Aeronautical Prodnct.

132. Clause d. Due to the nature of a declared contingency in may not be possible to notify an AEO immediately of any CMAINT performed At the first oppommity the AM0 must notify the relevant AEO of the details of CMAINT performed.

133. Clause e. State Aircraft and Aeronautical Product that has been subject to conringency maintenance may have undetected damage or penalty maintenance required. Therefore, it is important that an aircraft be surveyed to determine the extent of any damage so that the normal levels of safety can be restored as soon as practicable.

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

a. detect any undocumeuted battle damage, and

b. assess and repair any unusual degmdation caused by environmental conditions.

135. Clause g. During conhgencies, when Aeronautical Product is assessed for sahiage, the SMM should consider the following (as a minimum):

a. whether any crash loadings might have taken the Aeronautical Product above its proof load;

b. whether there are any cracks and/or residual suesses and strains ; and

c. whether the Aeronautical Product was subject to contamination, fire or overheating which may have changed the material characteristics or distorted the product

Acceptable Means of Compliance - Regulation 5.1.12

136. AAP 7001.059 ( M I ) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

5.2 - MAINTENANCE RECORDS AND DOCUMENTATION

REGULATION 5.2.1 - MAINTENANCE RECORD AND DOCUMENTATION REQUIREMENTS

Philosophy and Concept

137. Maintenance Records and documentation record the current physical configuration of aircraft and Aeronantical Product at any point in time. They may be paper bared, electronic or a combination of both. The physical requirements of a Maintenance Record that make it useable, irrespective of the information recorded thereh are all similar.

138. The integrity and security of the information contained in Maintenance Records have a direct bearing on technical airworthiness judgements made by the DGTA-ADF and responsible AEOs. AM0 promulgated record security and storage requirements should reflect the assessed threat to physical and intellectual property.

Cross References

139. The following references are relevant to the requirements of this regulation:

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

b. European Aviation Safety Agency (EASA) Regulation 145.50,145.55;

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

d. Defence Security Manual -Defence Protective Secmity M d ; and

e. AAP 7001.059 (AMI) - ADF Aviation Maintenance Management Manual

Explanation and Amplification

140. Clause a. AMOS must have a system for documenting all maintenance activities. Such a system should allow for the accurate and systematic documenhng of all maintenance actions in the Maintenance Record. Maintenance that is being performed for training purposes on State Aircraft and Aeronautical product poses the same risk to airworthiness and must also be documented in the Maintenance Record.

141. Clause b. Any person who makes an entry in the Maintenance Record must be authorised to do so (and be identifkable from their cemfcations). The reason for this requirement is to ensure the integrity of the Maintenance Record through control of those who alter them.

142. Clause c. A person who makes an entry into a maintenance record making an Aircraft or Aeronautical Product unse~ceable must ensure that the entry is accurate and clearly describes the unselviceability to allow the correct maintenance to be carried out. It is also important that the person is identifiable so they can be contacted if any confusion remains. The purpose of including the date of unserviceability is to allow an auditable trail following maintenance.

143. Clause d and e. The intent of theses clauses is to prescribe the content requirements of Maintenance Records. Maintenance Records capture component changes, modifications, adjustments, weapon and configurntion changes etc and the cemfcations made by the authorised personnel who pelformed these activities. Should an aircraft be involved in an accident, this information needs to he preserved for examination by the Accident Investigation Team.

144. Clause f. The physical ability of a Maintenance Record to be secured also allows for its safe transportation (where required) and the limiting of access to the Maintenance Record. This ensures that only authorised personnel are permitted to gain access to Maintenance Records and make changes to them For the purpose of traceability, any Maintenance Record keeping system needs to be able to physically preserve evidence of changes made to a Maintenance Record and the identity of the person making the change.

145. Electronic Records. Electronic Maintenance Records, due to their nature, have their own particular requirements in addition to satisfying the requirements of paper-based Maintenance Record systems. Electronic Maintenance Records need to remain readable. Any tools used to access, manipulate and read current and archived electronic Maintenance Records need to be maintained along with the training for personnel using these tools. An AM0 using electronic Maintenance Records needs the ability to preserve and recover data should the devices supporting the system or the cn~~ent Maintenance Record become unavailable. The provision of back-up Maintenance Records andlor hardcopy plint-onts minimises data losses and subsequent impact on technical ainvorthiness should an electronic system fail. Other concerns with an electronic Maintenance Record keeping system centre around the requirement to track changes to the system and id& those persons makmg the changes. The security access requirements of an electronic or paper based Maintenance Record system should align with ADF and Australian Government promulgated requirements.

Acceptable Means of Compliance - Regulation 5.2.1

146. AAP 7001.059(AMl) - ADF Aviation Maintenance Management Mannal addresses the requirements of this regulation and provides an acceptable means of compliance.

REGULATION 5.2.2 - FALSIFICATION, REPRODUCTION OR ALTERATION OF MAINTENANCE RECORDS

Philosophy and Concept

147. Fraudulent activities that undermine the integrity of a Maintenance Record jeopardise the technical airworthiness of the equipment it supports. The process for altering Maintenance Records needs to be strictly controlled to minimise the risk of inadvertent or fraudulent alteration.

148. The level of access to Maintenance Records should be commensurate with the sensitivity of the information contained within the Maintenance Record and the level of Maintenance Authority held by the individual. Maintenance Record falsification is to be prohibited whilst reproduction andlor alteration is to be Saictly controlled.

Cross References

149. The following references are relevant to the requirements of this regulation:

a. Federal AviationRegulatiom (FAR) 43.12,65.20; and

b. AAP 7001.059 (AMl) - ADF Aviation Maintenance Management Manual

Explanation and Amplification

150. Clause a. Regardless of the situation a person must not make a fraudulent entry in Maintenance Records. A person who makes an entry into Maintenance Records will be accountable for that entry.

151. Clause b. A person is considered to have been caused to make a fraudulent entry when they have been pressured to change, or falsely enter, information Regardless of how trivial an entry or change to an entry in Maintenance Records may appear, a person must not be caused to make a fraudulent entry into Maintenance Records.

152. Clause c. In addition to the requirements of clause a, an AM0 can preserve the integrity of Maintenance Records and avert fraud by ensuring that:

a. all changes made to a Maintenance Record allow the on@ entry to remain visible;

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

c. where copying a Maintenance Record is appropriate, ensuring the copy is documented and controlled.

Acceptable Means of Compliance - Regulation 5.2.2

153. AAP 7001.059(AM1) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

5.3 - REPORTING AND INVESTIGATION REQUIREMENTS

REGULATION 5.3.1 - REPORTING OF UNSERVICEABLE CONDITIONS

Philosophy and Concept

154. All unserviceable conditions need to be repoaed in the applicable record to allow for couective and/or other management adion Any ~nselviceable condition that is not the result of fair wear and tear may require additional repoaing and subsequent analysis by the relevant AEO to determine any airworthiness implications.

155. For the purpose of this regulatio~ unserviceability is defmed as a loss in performance compared with, or the degradation beyond stated limits in the approved design of an aircraft or aeronautical component. This may include damage or cracking which is due to normal wear. Civil Aviation Safety Authority and other civil airwo&iness authorities use the tenn 'defect' in the same context as this regulation uses the term 'rmserviceability'.

Cross References

156. The following references are relevant to the requirements of this regulation:

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

b. European Aviation Safety Agency (EASA) Regulation 145.60.

Explanation and Amplification

157. Clause a. The AM0 will need to have procedures that ensure the timely recording of unserviceabilities and provide assurance that any unserviceabilities found dming maintenance are recorded (and therefore satisfactorily actioned) before release from maintenance.

158. Clause b. m e n a n c e Records vary depending on the aircraft platform and the AMO. The Maintenance Records used (paper-based electronic or a combination of both) to document nnse~ceable conditions must be p m of the approved Maintenance Records as detailed in Regulation 5.2.

159. Clause c. Aircraft and Aeronautical Prodnct is expected to deterioliite dnring normal opemtions. However if a person identifies wear and tear that may be considered abnormal it must be reported in accordance with the reporting requirements stipulated by the relevant AEO. AMOS must provide information on these nnairworthy conditions with in the timeframes stipulated by the relevant AEOs.

160. Clause d. Aircraft or Aeronautical Product identified as being subject to unfair wear and tear in accordance with Regulation 5.3.l.c must be segregated and q d e d so that the evidence can be retained and investigated.

Acceptable Means of Compliance - Regulation 5.3.1

161. AAP 7001.059(AM1) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and is an acceptable means of compliance.

REGULATION 5.3.2 - REPORTING OF UNAIRWORTHY CONDITIONS

Philosophy and Concept

162. An essential element of the ADF airworthiness management system is the reporting of all conditions that may affect airworthiness. When the Ah40 considers that an nnserviceability may adversely affect airworthiness (as further amplified below), the unse~ceable condition becomes known as an 'Unainvorthy Condition' and additional reports are required.

Cross References

163. The following references are relevant to the requirement of this regnlation:

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

b. European Aviation Safety Agency (EASA) Regulation 145.60;

c. Civil AviationRegnlations 1988, Regulations 51,514 51B, 52,528

Explanation and Amplification

164. Clause a. AEOs are responsible for the c o n b e d assurance of the Type Design of State Aircraft and Aeronautical Prodnct When an AMO finds any nnserviceability that meets the intent of clauses (I), (2) or (3) of this regulation it is rnandatoly that the responsible AEO be notified within 24 hrs so that the impact on the design and potentially ADF fleet can be assessed and appropriate action taken Aircrew escape and emergency equipment includes those aircraft systems that are designed to function in an emergency to either prevent injury to personnel or possible loss of an aircraft. This includes maintenance of equipment operated by explosive means when the equipment cannot be otherwise functionally tested and where correct operation of the equipment is critical to the safety of personnel.

Acceptable Means of Compliance - Regulation 5.3.2

165. AAP 7001.059(AM1) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and is an acceptable means of compliance.

REGULATION 5.3.3 - AM0 INVESTIGATION OF REPORTED UNSERVICEABLE AND UNAIRWORTHY CONDITIONS

Philosophy and Concept

166. Investigation and subsequent Reporting by AMOS of unseniceable and nnairworthy conditions, categorised under Regulation 5.3.l.c and 5.3.2.a are required to provide fint hand knowledge to assist the AEO to:

a. establish the cause of the condition;

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

C. evaluate, in a timely and rational manner, the action necessary to prohibit or prevent uuainvorthy conditions or failure.

Cross References

167. The following references are relevant to the requirements of this regulation:

a. Civil Aviation Regulations 1988, Regulations 50,5 1,52; and

b. Eumpean Aviation Safety Agency (EASA) Regulation 145.60

Explanation and Amplification

168. Clause a. Investigations need to cover the incident itself, suspected prime cause, contributing root causes, and where applicable, recommendations andlor the implementation of corrective and preventative action. Where applicable, the following information should be considered in the invesfigation and be forwarded to the relevant AEO when further investigation is necessary:

a. the details of any other unse~ceability or damage;

b. possible prime and contribnbng causes;

c. the test equipment used and diagnostic procedures followed;

d. description of the tests, measurements and adjustments;

e. details of irregularities obsewed dnring the investigation;

f. probable cause of the condition;

g. proposed action and recommendations to prevent recnrrence; and

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

Acceptable Means of Compliance - Regulation 5.3.3

169. AAP 7001.059 (AMl) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and is an acceptable means of compliance.

Regulation 5.3.4 - Other Reporting Requirements

Philosophy and Concept

170. The ADF, DGTA-ADF and relevant AEOs have developed several systems for reporting technical equipment pe~ormance or condition that is outside normal accepted standards. Technical reports are also used to not@ authorities of an organisation's inability to comply with, or to forecast problems in complying with, promulgated maintenance insmctions.

171. Instances of unapproved Aeronautical Product being received or installed, poor product quality or parts received in a manner that could cause deterioration or damage, need to be reported to the relevant AEO. Any technical reporting system should aim to captnre as much information as possible to allow full analysis, investigation andlor corrective action to rake place. Systems used to notlfy authorities of compliance inability, defects, maintenance deficiencies, equipment condition and damage or safety issues, should do so in a timely mannn to allow for the appraisal of airworthiness impact and intervention if required

Cross Reference

172. The following references are relevant to this regulation:

a. AAP 7001.047 -Defence Aerospace ConfigurationManagement Manual;

b. AAP 7001.038(AM1) -Maintenance Requirements Determination (MRD) Manual; and

C. AAP 7001.059(AMl) - ADF AviationMaintenance Management Manual.

Explanation and Amplification

173. Clause a. Where Aeronautical Product is identified as, or is suspected of being substandard for the purpose it was intended, the relevant AEO responsi%le for the identification and source selection of that Aeronautical Product needs to be informed to ensure appropriate action is taken.

174. Instances where Aemnautical Product is unacceptable for use and must be reported includes the:

a. receipt and purchasing documentation do not match,

b. Aeronautical Pmduct fails a technical inspection,

C. Aeronautical Pmduct is damaged,

d. Aeronautical Product is suspected of being unapproved, or

e. packaging is not at a standard that would prevent damage or deterioration

175. Clause b. Generally, investigation and reporting will be done to prevent a recurrence of an event and in turq contribute to the improvement of maintenance standards and practices. When an AEO mandates the requirement for such a report the AM0 must comply with the defmed repomng requirements.

176. Clause c. Authorised Technical Data may mandate repohg requirements to gather data on performance, condition monitoring or other reasons. Generally this data will result in improvement to maintenance standards and practices. When Authorised Technical Data defines a reponing requirement the AM0 must comply.

Acceptable Means of Compliance - Regulation 5.3.4

177. The AAP 7001.059(AMl) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

5.4 -TOOLS, EQUIPMENT AND AERONAUTICAL PRODUCT

REGULATION 5.4.1 -TOOLS AND SUPPORT EQUIPMENT

Philosophy and Concept

178. Unapproved or unserviceable tools and support equipment can compromise the technical inteprity of State Aircraft and Aemnautical Product. Additionally, uncontrolled tools and support equipment present a foreign object hazard. The AM0 needs to ensure they have, or have access, to appmved and serviceable tools and support equipment for the conduct of maintenance.

179. An essential element of the ADF technical ~ r t h i n e s s management system is the assurance of State Aircraft and Aeronautical Product technical integrity through the use of only appropriate and serviceable tools and support equipment. The effective control and accounting of tools and support equipment minimises the likelihood of any item or object presenting a potential hazard to safety or serviceability.

Cross References

180. The following civil regulations and ADF references relate to this regulation:

a. European Aviation Safety Agency (EASA) Regulation 145.40@) - Equipment, Tools and Materials;

b. Civil Aviation Safety Regulations 30.; and

c. DI(AF) LOG 13-2 -Life Cycle Management of Ground Support Equipment.

Explanation and Amplification

181. Clause a An AM0 needs to have, or be able to access, the necessary tools and support equipment to conduct the scope and level of maintenance in accordance with the MAC. Tools and support eqnipment are those items necessary to maintain measure, calibrate or test State Aircraft aircraft system, andlor Aeronautical Product to approved standards (support equipment includes a wide range of equipment fiom stands and docking to highly sophisticated test equipment).

182. Clause b. The control of tooling and support equipment requires the AM0 to have procedures to mai- service, inspect, and, where appropriate, calibrate such items in accordance with the relevant AEO or DGTA-ADF standards prior to use. A system is required to indicate the item's inspection, service or calibration status. Maintenance records should be maintained for all precision tooling and measuring eqnipment togetha with a record of service, inspections, calibrations and standards used.

183. Tool and support equipment management procedures should control tool usage by minimising the rish of tools being left in aircraft and Aeronautical Product and ensure that only authorised, appropriate and seniceable tools and support equipment are used in the conduct of maintenance.

184. Clause c. Flight safety can be compromised by tooling being left in State Aircraft and Aeronautical Product and particularly aircraft engines. To minimise the possibility of tools and support equipment being left where they could cause damage or present a potential foreign object hazard to the safety or serviceability of State Aircraft and Aeronautical Product, the AMO is required to be able to account for tooling at shift changes and the completion of maintenance. The intent of this regulation is to ensure an AM0 does not release an aircmft or product from maintenance with tooling left undetected in the product

185. Clause d. There are many instances where Authorised Technical Data does not specify the specific tool to be used to pelform a maintenance task, generally standard tools will fall into this category. In these cases the authorised person should have the skills necessary to determine which tool to use. However, when the Anthorised Technical Data specities specific tooVs andlor support equipment to be used, that tool or support equipment mnst be used in the conduct of maintenance. If that tool or support equipment is not available the relevant AEO approval must be attained prior to using alternate tooling andlor support equipment.

186. Clause e. When a tool or item used in the conduct of maintenance can not be accounted for, the SMM or delegate should ensure that maintenance release does not occur, and search procedures implemented. Such procedures may include:

a. cessation of all maintenance in the area and retnm of all tools and items for accounting pulposes;

b. quarantine of the maintenance area so that waste bins or any other potential containers are not removed or emptied, as they may contain the missing tool or item;

C. annotation of an unserviceability in all relevant aircraft or Aeronautical Product maintenance documentation, stating:

(1) the toditem as missing, including serial number (where applicable) and a full description;

(2) the most probable areas of the aircraft to be searched fust; and

(3) results of the subsequent search;

d. instigation of a thorough search of the aircraft Aeronautical Product or adjacent area.

187. If the tool or item is found, previous annotations in the aircraft maintenance documentation should be signed off by an appropriate supervisor and the tool retuned to the tool repository. In siNations where the tool or item is not found the S W or a delegate specifically nominated for this purpose, are the only persons who should sign off the missing tooVitem annotation in the aircraft maintenance documentation. That person should establish that every* reasonable and possible has been done to locate the tooVitem before the missing tooVitem enhy is signed off and where appropriate, aircrew is informed on acceptance of the aircraft

Acceptable Means of Compliance - Regulation 5.4.1

188. AAP 7001.059(AMl) - ADF Aviation Maintenance Management Mannal addresses the requirements of this regulation and provides an acceptable means of compliance.

REGULATION 5.4.2 - LOCAL MANUFACTURE OR MODIFICATION OF STANDARD TOOLING

Philosophy and Concept

189. The proper selection and c o m a use of tooling for maintenance is a necessary element in preserving technical airworthiness. Local manufacture 01 modification of standard tools may be reqnired where adequate tooling is not readily available. This regulation provides AMOs with the ability to manufacture andlor modify and subsequently use these tools. This regulation is not intended to apply to simple modification of standard hand tools, such as grinding or cutting down of spanners to allow easier access where the modification poses no risk of damage or any threat to airworthiness.

Explanation and Amplification

190. Clause a. Where a SMM is confident they have adequate qnaWcations, training and experience they may authorise the modification or manufacture and use of standard tools. For the purpose of this regulation Standard Tools is defined as those tools required for the maintenance of State Aircraft and Aeronautical Product that are not specifically identified in the Authorised Technical Data. Standard tooling does not include test equipment.

191. Clause b. The intent of this clause is to ensure that when a SMM exercises their authority in relation to this regulation they ensure that the tooling will not cause damage to State Aircraft or Aeronautical Product and will perform the function required. The AM0 must have a documented system that ensures locally manufactured or modified tooling is used only for its intended p q o s e , is maintained to ensure ongoing effectiveness and is identitiable. The relevant AEO is to be provided a copy of all approvals so that they have visibility of decisions being made by SMMs.

Acceptable Means of Compliance - Regulation 5.4.2

192. The AM0 could hold a register of all locally manufactured tooling identifying the intended use and any limitations associated with the use of each tool. There should be a clear anditable trail detailing the design record.

REGULATION 5.4.3 - AERONAUTICAL PRODUCT

Philosophy and Concept

193. Aeronantical h d u c t management, which involves the procurement, transportation, receipt/iqxction and installation thereof has a dire& impact on technical airworthiness. The management of Aeronantical Product involves input from not only the AM0 but also the AEO and logistics organisations. To ensure technical airworthiness is maintained, regulations for the conaol and management of Aeronantical Product are required. The ADF requires that those Aemnautical Products used for rectification or maintenance of State Aircraft to be AEO approved products.

194. Manufacture, purchase, distribution, storage and installation of Aeronantical Product are frequently undeaaken by a variety of organisations. As the ADF AMRs pertain to AMOs, Regulation 5.4.3 is directed at both the organisation and the individuals within that organisation At the individual level, anyone who uses or installs Aemnautical Product is responsible for ensuring that the product is authorised and fit for use. At the organisational level, the AM0 is responsible for enswing that systems, procedures and controls are in place to support the installation of Aeronautical Product

Cross References

195. The following references are relevant to the requirement of this regulation:

a. ASn\rZS IS0 9001:2000 Quality Management Systems -requirements;

b. Federal Aviation Authority (FAA) Advisory Circular 20-62D -Eligibility, Quality, and IdenMcation of Approved Aeronautical Replacement Parts, provides information on control of aeronautical replacement parts;

c. Federal Aviation Advisory (FAA) Advisory Circular 21-298 - Detecting and Reporting Suspected Unapproved Parts, provides information and guidance for detecting and repoaing suspected unapproved parts;

d. Civil Aviation Regulations 1988, Regulations 42W, 42X; and

e. DEF (AUST) lOOOC ADF Packaging Standard.

Explanation and Amplification

196. Clause a. The MMP needs to include, or provide a reference to another controlled document containing, the AMO's procedures for logistics management of Aeronautical Product. Utilisatiou of the AMO's QMS to control the procurement (if applicable), !nnsportatio& receipt, inspection and storage of Aeronautical Product is recommended.

197. Clause b. The 'reasonable steps' could include, as a minimum, that the maintenance personnel ensure that:

a. the Aeronautical Product is received with the correct documentation;

b. the identif~cation number on the Aeronautical Product is authorised for fit against the AEO approved list; and

c. where possible, the Aeronautical Product is physically inspected against the removed item, or an AEO approved drawing/illustration to ensure that the item being fitted appears to be the same as that removed, or that any differences in configuration canbe validated.

198. The procurement of Aeronautical Product through the ADF supply system is controlled to ensure that only approved and airworthy product enters the inventoly from either domestic or international sources. This process minimises the risk of unapproved Aeronautical Product being supplied to AMOs and organisations provided with Aeronautical Product by the ADF. The relevant SPO determines and arranges the supply source, the identification and, for ADF supplied product, most procurement of Aeronautical Product. However, the SPO may authorise an AM0 to procure Aeronautical Product £rom relevant AEO approved supplier and associated parts listings. When the AM0 is authorised by the SPO to procure Aeronautical Product, the AM0 should ensure that the initial receipt procedures are in place and referenced in the MMP. The AEO is also responsible for the determination of Aeronautical Product storage life and W s a l requirements with which the AM0 should comply.

199. Documentation produced as part of the mauufactwing and supply processes (ie quality assurance documentation) is an importaut element in the determination of whether a part is airworthy. The documentation needs to provide traceability to both the approved source of the Aemnautical Product and the Type Design Specification, and be retained as part of the historical record for the product until such time as the Aeronautical Product is removed or replaced.

200. Clause c. Topics that should be included in the AMO's procedures for specific sub-clauses are:

a. Sub-clause c(1) AMOs must ensure that Aeronautical Product used to conduct maintenance is the Aemnautical Product that is stated in the Authorised Technical Data. If alternate Aeronautical Product is used AEO approval must be granted. However, where Authorised Technical Data specifies products generically, then maintainers can choose to use an appropriate product that fits within the generic description

b. Sub-clause c(2) Mauy organisations throughout the world will offer Aeronautical Product for sale. AEOs execute a process that will ensure an organisation provides Aemnautical Product that is form, fit and function acceptable. Therefore to maintain technical airworthiness Aeronautical h d u c t must only be sourced from those organisations that have been nominated by the relevant AEO.

c. Sub-clause c(3) - Initial Receipt Procedures. On initial receipt of an Aeronautical Product into an AMO, the organisation should have procedures to ensure that:

(1) the inspection documentation matches the requirements of the purchasing documentation;

(2) the product cordorms to the details appearing on the purchasing documemation (eg Manufacturers Reference Number, Part Number, etc);

(3) the product shows no obvious signs of damage or other unacceptable condition;

(4) any initial inspection or functional testing that is required by the ordering authority or mandated in Defence publications is carried out; and

(5) there is no evidence that the pmduct or product's documentation is unauthorised

d. Sub-clause c(4) - Aeronautical Product Identification and Tracking. The intent of the regulation is primarily to ensure that ouky approved Aeronautical Product is installed. AMOs should be able to show that they control the installation of Aeronautical Product in the aircraft. A secondary intention is to provide a degree of traceability of installed Aeronautical Product. DGTA-ADF recognises that many Service organisations will be limited by systemic constraints beyond their control. Consequently, AMOs can expect DGTA-ADF to apply a practical interpretation to traceability of installed Aeronautical Product, particularly with respect to small breakdown spares (BDS) and consumables. However, there is an expectation that AMOs can demonstrate a commitment to, and a move towards, an effective traceability dhlre.

Preparato~y to all Aeronautical Product being hacked through a traceability system from inifial receipt to installatioq AMOS should initially concenhate on flight safety critical items. The system should be able to provide procurement documentation stating the item serviceabiliw status, historical status (including lifing history), modifications, deviation status, Special Technical Instructions etc.

Sub-clause c (5) - Labelling. A practical approach to implementing the intent of the regulation is acceptable. The intent being to prevent the fitment of unse~ceable or unapproved parts, or inadvertent interchange of parts between aircraft or Aeronautical Product Thus, individual labelling of parts temporarily removed is not necessary, providing adequate storage/handling procedures (eg segregation in labelled locations) are in place.

Sub-clause c (6, 7,s) - Storage and Handling. Where the storage of an Aeronautical Product is the responsibility of the AMO, it is to ensure compliance with the storage, shelf life, packaging, labelling and handling requirements stipulated by the relevant AEO. Where the AEO does not spec& storage requirements, reference should be made to DEF (AUST) lOOOC or instructions sought from the Aeronautical Product manufacture^.

Sub-clause c (9) - Certificates of Conformance. Any Aeronautical Product received without supporting documentatioq or incomplete documents, should be segregated, quarantined and reported to the relevant AEO until the following minimum information can be obtained or validated:

(1) correct item identitication;

(2) source and conformance details;

(3) serviceability status;

(4) modification status (where applicable);

(5) l i f i details (where applicable); and

(6) servicing history (where applicable).

Sub-clause c (10) - Suspect Unapproved Aeronautical Product. As suspect unapproved Aeronautical Product can impact technical airworthiness, both DGTA-ADF and the relevant procurement authority need to be mtified to enable iiuther assessment and actions as required.

Sub-clause c (11) - Segregation and Quarantining of Unapproved Product. Suspect unapproved product is not suitable for use and should be segregated and quarantined h m other Aeronautical Product. In addition, suspect unapproved product is to be reported, labelled with investigation and full identitication details to prevent inadvertent use and assist relevant autholities with further investigations as required.

Sub-clause c (12) - Segregation of Aeronautical Product. Sewiceable and ~ ~ ~ S e ~ i c e a b l e Aeronautical Product must be segregated to prevent the inadvertent fitment of unsewiceable Aeronautical Product. The areas used to store Aeronautical Product should clearly identify the serviceability status of the product being stored

Sub-clause c (13) -Transportation and Packaging Requirements. Where the uanspo~tation of Aeronautical Product is the responsibility of the AMO, it is to ensure compliance with the transportation requirements stipulated by the relevant AEO.

Sub-clause c (14) - Disposal Requirements. Aeronautical Product identified for disposal should be processed in a manner directed by the AEO to such point that it would be prevented from re- entering the aviation supply system. Where the Aeronautical Product is to be converted to a training aid, the AM0 should consider:

(1) permanently marking or stamping the Aeronautical Product, as "UNSERVICEABLE / TRAINING AID ONLY." (Ink stamping is not an acceptable method);

(2) remove origmai part number identification;

(3) maintaining a tracking or accountability system, by serial number or other individualised data, to record unserviceable Aeronautical Product as training aids; and

(4) including written procedures concerning disposal of such Aeronautical Product.

Acceptable Means of Compliance -Regulation 5.4.3

201. AAP 7001.059(AM1) - ADF Aviation Maintenance Management Manual adequately addresses the requirement of this regulation and is an acceptable means of compliance.

REGULATION 5.4.4 - TRANSFER OF AERONAUTICAL PRODUCT - (CANNIBALISATION)

Philosophy and Concept

202. The transfer of Aeronautical Product between aircraft or from a higher assembly to another location (colloquially called 'cannibalisation') should only be considered when such action is necessary to support an essential flying or maintenance requirement. Cannibalisation is a process that allows logistic shor@alls to be managed at an AM0 level. The maintenance of aircraft technical integrity requires that any carmibalised Aeronautical Product should be assessed by appropriately authorised AM0 personnel prior to or on installation (ie a fitted serviceable Aeronautical Product cannot be assumed to remain serviceable throughout the removal process).

Cross References

203. For Service organisations, the following reference addresses the requirement of this regulation:

a. AAP 7001.059 ( M I ) - ADF Aviation Maintenance Management Manual, Section 8, Chapter 6.

Explanation and Amplification

204. Clause a. Cannibalisation introduces extra removal and installation advities which may instigate unserviceable conditions. In some cases, notably with older electronic items, there is no absolute guarantee that an installed (serviceable) item will remain serviceable following removal and installation Furthermore, some mechanical or structural items may be subject to a limited number of installations before the fastening process exceeds wear limits. Management of the liimg policy of an item or aircraft is also essential during cannibalisation so that it is not compromised

205. The AM0 should have a system in place for the management of Aeronautical Product transfer which supports, as a m i n i m :

a. checking of &anderred Aeronautical Product for configuration and serviceability;

b. accurately updating aircraft and Aeronautical Product records to reflect the transfer action; and

c. checking and amending any lifing records, especially where an item's nnmber of installations/removals is limited.

Acceptable Means of Compliance - Regulation 5.4.4

5. AAP 7001.059 (AMl) - ADF Aviation Maintenance Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

5.5 -AIRCRAFT ACCIDENTS

REGULATION 5.5.1 - INITIAL REQUIREMENTS

Philosophy and Concept

206. Full investigation of aircraft accidents is required to ensure that all possible causes are identified and measures can be taken to prevent fnther ocmences. Evidence of why an aircraft accident occuned may be found at the accident site, within the relevant AEO and at the AMO. To ensure the integrity of any subsequent invesfigatioa the AM0 needs to iden* and preserve all matter that may constitute evidence until it has been investigated or cleared by the Accident Investigation Team.

207. For the purpose of this regulation an aircraft accident is when an aircraft is damaged during the period of operation. This regulation applies to an AM0 that has been assigned State Aircraft

Cross References

208. The following ADF references are relevant to the requirement of this regulation:

a. AAP 7001.059 (AMl) - ADF AviationMaintenance Management Manual, and

b. DI(AF) OPS 5-27 - Recovely Action Damaged Aircraft and Airborne Technical Equipment

Explanation and Amplification

209. Clause a. The AM0 needs to ascertain from the AEO and Force Element Group Headquarters any general r e p o m and action requirements and document them either directly or by reference in the MMP. Such requirements should include the responsibilities of key personnel and the procedures to be followed in the event of an aircraft accident

210. Clause b. Some of the actions required to preserve evidence may include:

a. Quarantine of Documentation and Records. Aircraft documentation/records need to be qnarantined for subsequent investigation When qnarantining aircraft documentation/records, the SMM or delegate needs to ensure that no entries, deletions or alterations can be, or are, made. Where electronic media is nsed for recording maintenance, the SMM needs to ensure that the media contains a feahxe that allows the data to be qnarantined. For essential maintenance such as rendering the aircraft safe, the SMM or the Off~cer in Charge of the accident investigation team may anthorise entries into the documentation, after it has been qnarantined

b. Sampling. The AM0 may need to consider obtaining samples of any replenished gases and fluids (fuel, hydraulic fluids, and oxygen). Unless otherwise advised by the Accident Investigation Team, samples of any replenished fluids should be &en from the supply that was nsed prior to operation of the crashed aircraft The methods for taking samples need to be defmed as part of the procedures, including the requirement to have, or have access to, any equipment required. The SMM may need to consider quarantining supplies and grounding other aircraft, if it becomes apparent that those supplies may have contributed to the accident.

c. Inspection of Tools and Equipment. The SMM needs to ensure that a l l tools and equipment nsed on the aircraft prior to the accident are identifled and assessed for serviceability at the time of use. Any tools or equipment that require caliiration or other check before use should be re-checked to confirm the calibration and serviceability state. Any tools or equipment found ~IISe~iceable need to be qnarantined and the Accident Investigation Team is to be advised.

Acceptable Means of Compliance - Regulation 5.5.1

21 1. AAP 7001.059 ( M I ) - ADF Aviation W e n a n c e Management Manual addresses the requirements of this regulation and provides an acceptable means of compliance.

REGULATION 5.5.2 - RECOVERY OF AIRCRAFT

Philosophy and Concept

212. AMOs with responsibility for runway clearance, includmg clearance of ship flight decks, or for the recovery of crashed aircraft need to be prepared to respond in a timely manner. Every accident is different and not every e v e d t y can be foreseen or countered, however, all reasonable eventualities should be anticipated.

Cross Reference

213. The following references are relevant to the requirement of this regulation:

a. DI(AF) OPS 5-27 - Recove~y Action-Damaged Aircraft and Airborne Technical Equipment

b. Defence Aviation Safety Manual, SAFETYMAN, Volume 3, Parts 1 and 2,

c. Army Electrical and Mechanical Engineering Instmctions (EMEI) Aircraft Section E 019,

d. ABR 5147 -RAN Aviation Safety ManuaL and

e. ABR 5419 - Ship Helicopter Operations Manual

Explanation and Amplification

214. Clause a. The intent of this regulation is for AMOs to have documented procedures, any required recovery equipment and competent and authorised personnel to carry out recovery of accident damaged air&

Acceptable Means of Compliance - Regulation 5.5.2

215. Clause a An acceptable means of compliance is for a AMO's documented procedures to include:

a. Command and Control arrangements;

(i) The responsldiliq for the crash site and wreckage will be the Recovery OfficerICommander. The Recovery OfficerICommander may require assistance from the AMO, particularly to render the aircraft wreckage safe from aircraft related hazards and dangers.

b. Where an Accident Investigation Team is formed the Recove~y Ofticer/Commander may be relieved of this responsibility.

c. Communication Procedures for primary and alternate means of communication throughout the recovery operatim.

d. Equipment requirements include specialised tool idls, hoisting equipment, tow motors, personal protective equipment and commnnication equipment. Where specialised equipment, such as cranes. are ieased on &as required basis the procedur& k e d to include-contact inf;&ation for the lease ofthat equipment.

e. Personnel required; and

(ii) The list of persomel required including the composition of the strip clearance and crash recovery crew, their qualifications, training and experience.

(iii) An AM0 will need to ensure that where applicable, a weapons systems specialist for the aircraft type is a member of the crash recovely team Ideally the person selected should be Explosive Ordnance and Demolition trained; however, where the person is not Explosive Ordnance and Demolition trained the AM0 is to ensure that the person only operates within the scope of their quliflcations, training and experience.

(iv) The AM0 should also ensure that personnel are trained to neutralise other possible hazards.

f. Aircraft and aircraft related dangers and hazards that may be encountered:

(i) These may include, but are not limited to, explosives, fire, hazardous materials and dangerous aircraft systems.

REGULATION 5.5.3 -SALVAGE

Philosophy and Concept

21 6. Salvage of aircraft andlor Aeronautical Product can assist an AM0 in effectively meeting its maintenance obligations. When an AM0 makes the decision to salvage aircraft andlor Aeronantical Product it needs to ensure that the technical integrity of the product has not been compromised. Unless operating under Contingency Maintenance, an AM0 will not normally have sufficient engineering anthority to determine if salvaged products are still airworthy, therefore the relevant AEO win need to assist in the decision on whether to apprwe the salvage of the aircraft andlor Aeronautical Prodnct

Cross Reference

217. The regulation addresses the subject embodied in the following civil reference:

a. Federal Aviation Authority (FAA) Advisory Circular 21-38 - Disposition of Unsalvageable Aircraft Parts and Materials.

Explanation and Amplification

218. Clause a. Aeronautical Product subject to an aircraft accident may have been subject to abnormal stresses, temperatures and other conditions that may not be necessarily readily visible. Prior to using any Aeronautical Product that has been in an aircraft accident the AEO must assess these potential conditions prior to authorising their use.

Acceptable Means of Compliance - Regulation 5.5.3

21 9. An AM0 that may have a need to use Aeronautical Prodnct that may have been subject to an aircraft accident should have a documented system in their MMP that ensures any Aeronautical Product that may have been subject to an aircraft accident is approved by the relevant AEO prior to use

ANNEX H TO DGTANPRM 03-08 DATED 13 NOV 08

Authoritative Airworthiness Advice (AAA) Formal comment released on behalf of the TAR that is authoritative in nature. AAA will be identified as such and any organisation that decides not comply with, or vary from AAA is required to inform the TAR

Acceptable Means of Compliance An Acceptable Means of Compliance provides a TAR approved means of compliance, but not the only possible means, by which a regulation can be met.

Aeronautical Produd Aeronaufical Product h any aircraft sys component, part or material, including computer systems sofhvar e and Petrol Oils and Lubricants, whose intended end-use is to form a

. . . . Aircraft . . ..

A device that is used, or interiaid'& be used, for flight in the air. .. ... .. . .. . . . . . . I. ..

Battle Damage Repair (BDR) Baffle Damage Repair h the subset of BDR which uniquely applies to aircrafl and is used to restore sufficient strength and semN1ceabilify toperrnit damaged aircraft to fly additional operational sorties or to enable those aircraft.

Aircraft Maintenance Documentation (AMD) The aircraft's maintenance and operational certificate, maintenance forecast and technical particulars record.

Aircraft-related Equipment Aircraft-related equipment can be aircraft airborne equipment or aircraft non-airborne equipment whose performance could directly affect airworthiness.

Aircraft Store Any device, excluding air cargo, intended for internal or external carriage and mounted on aircraft suspension and release equipment, whether or not the item is intended to be separated in flight from the aircraft. Stores include missiles, rockets, bombs, mines, torpedoes, gun ammunition, grenades, pyrotechnic devices, sonobuoys, signal underwater sound devices, fuel and spray tanks, dispensers, pods (refuelling, thrust augmentation, gun, electronic countermeasures, etc), targets, chaff and flares from countermeasures dispensing systems, and suspension equipment (racks and pylons).

Aircraft /Stores Confeuration Refers to an aerospace platform, incorporating a stores management system, combined with specific stores suspension equipment and aircraft store loaded on the aircraft in specific pattern. An aircraftlstores configuration also includes any downloads from that specific pattern resulting from the release of the store in an authorised employment or jettison sequence.

Airworthiness Airworthiness is a concept, the application of which defines the condition of an aircraft and supplies the basis for judgement of the suitability for flight of that aircraft, in that it has been designed, constructed, maintained and is expected to be operated to approved standards and limitations, by competent and approved individuals, who are acting as members of an approved organisation and whose work is both certified as correct and accepted on behalf of the Australian Defence Force

Airworthiness Standards Representative (ASR) A Commonwealth employee with delegated authority from the TAR to prescribe and revise airworthiness standards for the ADF.

Allocated Baseline (ABL) The initially approved documentation describing an item's functional, interoperability and interface characteristics that are allocated from those of a system or a higher level configuration item, interface requirements with interfacing configuration items, additional design constraints, and the verification required to demonstrate the achievement of those specified characteristics.

Australian Aircraft An aircraft maintained on the Australian civil register under CASA regulations

Authorised Engineering Organisation (AEO) An organisation that has been certified (awarded an Engineering Authority Certificate) by the Technical Airworthiness Regulator to provide design or engineering management services to the ADF.

Authorised Maintenance Organisation (AMO) An A M 0 is an organisation that has been certified by the TAR, to conduct maintenance of State Aircrap and Aeronautical Product

Australian Military Type CeM~cate (AMTC) A certificate issued by Chief of Air Force, as the ADF Airworthiness Authority, for an aircraft type entered on the register of State aircraft. The AMTC signifies that the particular aircraft type has been assessed (undergone type certification) by the ADF as airworthy and supportable in its intended ADF rolels.

Authorised Person An individual who is authorised by the Senior Maintenance Manager, or delegate acceptable to the TAR, as being competent toperform speczj?~ acfivities in the AMO.

Authorised Relense Certijicate ((ARC) A common document resulting from agreement between several Airworthiness Authorities that contnins a certification attesting to the serviceability of Aeronautical Products.

Authorised Technical Data Data that has been reviewed, approved and released by the Technical Airworthiness Regulator or an Authorised Engineering Organisation responsible for the technical equipment to which the technical data applies.

Authorised Tradesperson An individual, operating as part of an Authorised Maintenance Organisation, who is authorised by the Senior Maintenance Manager or delegate as being competent to cany out a specific scope of maintenance activities.

Centre of Expertise (COE) An ADF AEO in which the Senior Design Engineer position is a designated Airworthiness Standards Representative appointment.

Certification The end result of a process which formally examines and documents compliance of a product, against predefined standards, to the satisfaction of the certificating authority.

Certification Basis The set of standards which define the criteria against which the design of aircraft or aircraft-related equipment, or changes to that design, are assessed to determine their airworthiness.

Configuration The functional and physical characteristics of existing or planned hardware, firmware, software or a combination thereof, as set forth in technical documentation (which includes specifications, standards and drawings) and ultimately achieved in a product.

Configuration Item (CI) An item of aircraft or aircraft-related equipment designated for configuration management separately from the aircraft

Configuration Management Plan (CMF') A document that defines CI management responsibilities and overall configuration management processes for a particular system or related groups of systems.

Contingency Maintenance (CMaint) Those maintenance activities that are performed during a declared contingency operation. CMaint involves revised servicing schedules, component lifing strategies (plans) and repair philosophies, including Battle Damage Repair, which will maximise operational availability while constraining and managing risk. Day Day means any calendar day.

Deeper Maintenance (DM) This level of maintenance includes tasks that are more complex than operational maintenance and normally require specialised equipment and technical skills and which relies on access to extensive support equipment and workshop facilities for successful conduct.

Dpfmment of Maintenance Postponement of maintenance that continues to provide an acceptable level of flight safety whilst affected i tem of qutpment are inoperatrive or dpfective.

Design The orocess or act of creating or changing a product and related technical process - - - - descriptions application of scientific and engineering effort (verb), or the outcome of that process (noun). The design encompasses not only the configuration of the product, but also the:

a. testing and evaluation needed to' validate that the design meets performance and safety requirements;

b. manufacturing processes (including production test requirements) which require special ensure the product meets requirements;

c. in-service monitoring requirements, maintenance processes and authorised repairs;

d. maintenance lives and intervals and fatigue life; and e. operating procedures and limits.

Design Acceptance The process whereby a design or design change (ie an output of the design process) involving aircraft or aircraft related equipment is determined to be technically acceptable for ADF use based on a determination that the specified requirements and design standards are sufficient and applicable (to the ADF authorised configuration, maintenance policy and procedures, and operations) and that the quality of the design has been proven to the satisfaction of the responsible DAR Generally, design quality is assured through approval of the design by an AEO against the approved design requirements and standards plus an acceptable basis of design verification.

Design Acceptance Certification The final act of the Design Acceptance process whereby a DAR provides a certified record of the technical acceptability of a change to aircraft or aircraft-related equipment Type Design.

Design Acceptance Representative (DAR) A Commonwealth employee with delegated authority from the TAR to perform Design Acceptance certification of changes to aircraft or aircraft-related equipment.

Design Approval Certa~cation The act of approval of design output resulting from a process that formally examines and documents compliance of a design (or design change) with specified requirements and design standards.

Design Change A change to the approved configuration documentation of an item, or a proposed deviation from the approved design configuration.

Design Engineer (DE) A professional engineer within an AEO with assigned authority from the Senior Design Engineer to perform certain engineering activities, including judging the significance of design changes and undertaking design review of significant design changes.

Design Review The act whereby a design (or design change) is independently checked by an authorised person (other than the person who developed the design) to: verify the validity of the assumptions, conditions, data and methods used in design development; and to verify that the design output meets the specified design input requirements.

Design Support Network (DSN) A collective term used to describe a group of agencies that provide design support to an AEO.

Deviation A specific written authorisation to depart from an item's current approved configuration documentation. Deviation differs from an engineering change in that an approved engineering change requires revision documentation defining the affected item whereas a deviation does not revise the applicable document or drawing.

Engineering Authority (EA) The authority assigned expressly to an organisation (AEO) or to an individual within an organisation to undertake specific engineering activities.

Engineering Authority Certificate (EAC) The certificate awarded by the TAR to an organisation to operate as an AEO

Engineering Change A change to the current approved configuration documentation of a configuration item (CI) at any point in the cycle of the CI.

Engineering Change Proposal (ECP) An Engineering Change Proposal (ECP) is defined as a proposed change to the current approved configuration of a CI and the supporting design documentation via which the change is described, justified and submitted to the Configuration Control Board (CCB). Although proposals in the initial stage may use different terminology such as SystedSoftware Change Request or Software Trouble Report, all formal proposals to change the current approved configuration documentation are categorised as ECPs.

Engineering Management Plan (EMP) A controlled quality document containing the details of an organisation's Engineering Management System (EMS) including references to all engineering plans, processes and procedures to whch the organisation must comply. The EMP describes all of the requirements that are satisfied by an organisation to become, and to remain, an AEO.

Exemption A written authorisation granted by the TAR to either an AEO or AM0 to depart from a particular technical airworthiness regulation for a specified period of time.

Flight Safety Critical Item Any part, assembly or installation containing a critical characteristic whose failure, malfunction or absence could cause a catastrophic failure or an uncommanded engine shutdown, resulting in loss or serious damage to the aircraft or an unsafe condition.

Incorporation Approval The formal process of permitting a design change to proceed from the design to the incorporation phase and has the effect of committing whatever resources are required for implementation. Incorporation Approval is granted by the Senior Executive or a nominated representative.

Independent Maintenance Inspection QMr) An inspection carried out by an authorised person who was not invobed in the performance of the maintenance being inspected

Inspection An inspedion is a visual or physical verification that a qualitative or quantitative requirement has been met.

Instructions for Continuing Airworthiness (ICA) Those instructions required to keep aircraft and aircraft-related equipment in an airworthy condition. These instructions include, but are not limited to: flight manuals, operating instructions and limitations, maintenance manuals, servicing schedules, component lifing policies, and inspection programs. Letter of Engineering Authority (LEA) An attachment to an Engineering Authority Certificate which defines the scope of activity and any caveats and limitations under which the EAC is issued.

Maintenance All actions taken to retain material in or restore it to a specijied condition or to restore it to serviceability. It includes condition monitoring, inspection, replenishment, servicing, repair, overhaul, recbific&'on, testing, calibration, rebuilding, reclam&on, nwdzjiiation, recovey, classifcation and salvage of technical equ@mnt.

Maintenance Authority (MA) The authority to undertake specific maintenance activities.

Maintenance Authm'ty Certificate (MAC3 The certificate awarded by the TAR to an organisation to cmtB that organisation as an AMO. The certificate includes an accompanying Schedule that lists the certified level and scope of maintenance.

Maintenance CmtJication Maintenance cmtification is the ad of authorised persons signing (eledronically or physically) that they have discharged their responsibilities regarding the maintenance performed

Maintenance Records Documents in a paper and/or electronic based format that contain the record of all maintenance performed on State Aircraft and Aeronautical Boduct

Maintenance Management Plan (MMP) 4 controlled quality document containing the details of an organisation's maintenance management system The MMP describes all of the requirements that are satisfied by an organisation to become, and to remain, an AMO.

Maintenance Management System 4 documented system that describes all procedures and processes for managing the condud of all maintenance in an AMO.

Maintenance Personnel Maintenance personnel are those personnel authorised to plan, perform, supervise, inspect, and cerfifL maintenance.

Maintenance Support Network (MSN) A collective term used to describe a group of agencies that provide maintenance support to an AMO.

Maintenance Test Flight (MTF) Is a flight to ensure that an aircraft meets specification in regard to performance and handling characteristics and to establish, on prescribed occasions, that no deterioration of that standard has occurred in service.

Material Product that is used in the manufacture of components and in the maintenance and operation of aircraft, including fuels, oils and lubricants.

Mission Critical Item An item whose failure will seriously degrade an aircraft's ability to complete an assigned mission or lead to mission being aborted.

Month Month means any calendar month.

Non-Conformance The failure of a product, process or system to meet its regulatory, specification, drawing, or quality requirements.

Original Equipment Manufacturer (OEM) The OEM is the manufacturer listed as the approved source of manufacture for components in the type certificate data sheet The OEM owns and controls the source drawings, ie the design of the component.

Operational Maintenance (OM) Tasks directly related to the preparation of equipment for immediate use, recoveIy and minor repair of the equipment after use. OM tasks require a limited range of support equipment and may involve the limited use of workshop facilities.

Quality Management System (QMS) All activities of the overall management function that determine the quality policy, objectives and responsibilities and implement them by means such as quality planning, quality controls, quality assurance and quality improvement within the quality system.

Procedure A documented course of action to be followed to ensure a consistent outcome.

Safety Critical Item TBA

Safety Critical System TBA

Senior Design Engineer (SDE) A senior professional engineer within an AEO, responsible to the senior executive for overall adequacy of the engineering activities conducted by the AEO and for ensuring compliance with the regulations. The SDE is also authorised to approve significant design changes and to assign engineering authority to other competent personnel within the AEO.

Senior Maintenance Manager (SMM) The SMM is the senior appointment with direct technical responsibility for all

fundions related to the maintenance conducted by an A M 0

Service Release The approval to release an inco~porated design change for use in service, based on the condition that all implementing instructions relating to the design change have been issued to user organisations. Service Release is granted by either the Chief of Air Force (for major type design changes) or the Senior Executive of an AEO (for minor type design changes).

Specification A document defining the essential function and performance requirements of a product and which also identifies the relevant standards for the acquisition process. Specifications, in contrast to standards, provide a more complete description of requirements and include the basis for establishing conformance (particularly during test and evaluation), and hence validation for the acceptance of material.

Sponsor Any ADF Force Element Group Headquarters, ADF AEO or other ADF organisation responsible for the maintenance managemen2 support of State Aircraft a d o r Aerona&~cal Product

Sponsor AEO An ADF AEO responsible for the management of a formal instrument between the Commonwealth and a commercial organisation whlch requires that commercial organisation to operate as an AEO.

Standard A description of a material, product, doctrine or process meant for repeated applications by many users.

Standard Took Standard took are tools that are required for maintenance of State Aircraft and/or Am0na&~ca1 Product that are not specifically identified in the relevant Authorised Technical Data, however are usually commercially available off the shelf; and manufacture to common standards.

State Aircraft An aircraft operated by the ADF other than any aircraft that, by virtue of registration under CASA regulations, is an Australian aircraft.

Statement of Requirement (SOR) A document or documents defining the complete set of DAR requirements on a design agency to allow DAR acceptance of an aircraft or aircraft-related equipment design or design change. The SOR includes or references a Specification, which is the document defining the specific essential function and performance requirements for the product design or design change.

Stores Suspension Equipment All aircraft devices such as racks, adaptors, missile launchers, internal guns, countermeasure dispensers and pylons, used for carriage, employment and jettison of aircraft stores. Aircraft guns and countermeasure dispensers for flares and chaff shall be considered to be stores suspension equipment.

Supervision of Maintenance Supervision of maintenance is the oversight of the performance of maintenance and includes guiding, directing, and correcting the person being supervised

Supplemental Type Certificate (STC) A certificate issued by Chief of Air Force for an aircraft which undergoes a major design change or role change that is beyond the type design defined in the original M C , but is not substantial enough to require a complete reinvestigation of compliance of the aircraft with the applicable airworthiness standards (ie does not require a new AMTC).

Support Equipment Support Equipment includes all equ+wnent other than standard tools required to maintain State Aircraft an&or Aeronautical Product.

TAR Approved Maintenance Organisations Organisations that have been approved by the TAR to conduct maintenance of State Aircraft an&or Aeronautical Product

Technical Airworthiness A concept which defines the condition of an aircraft and supplies the basis for the judgement of its sustainability for flight in that it has been designed, constructed and maintained to approved standards by competent and approved individuals, who are acting as members of an approved organisation and whose work is certified as correct and accepted on behalf of the ADF.

Technical Airworthiness Directives A form of AAA that requires mandatoly action. A TAD is used to correct a condition that the TAR considers unsatisfactoty or unsafe, to be urgent, or where consistency is required across a number of organisations.

Technical Airworthiness Regulator (TAR) The person with delegated responsibility from the ADF Airworthiness Authority for technical airworthiness management of State aircraft and aircraft-related equipment.

Technical Data . All recorded information of a scientific, technical and engineering natu e relabng to a weapon system. Includes specifications, standards, engineering drawins, instructions, reports, manuals, tabular data, test results and software documentati development, production, in-service operation and logistics support provisioning, codification, testing and modification), and disposal

I Technical Integrity Refers to the state of worthiness of a its intended mission safely and effectively evidence to demonstrate that the material has been designed, to approved standards by competent and formally approved members of an approved organisation and whose work is accepted on behalf of the ADF.

Temporary Maintenance Authority ( m A ) An authorisation issued by a Design Acceptance Represenhtive (DAR) to an organisation to conduct limited maintenance for a definedperiod of not to m e e d 12 months.

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Type Certification ! The process of (i) prescribing and revising minimum standards govemi g the design of aircraft, engines, propellers and other aircraft equipment as may be kequired in the interests of safety; and (ii) administering a program to determine complieflce with those prescribed standards and maintain certification integrity with a higher leJel of oversight, specification and compliance than the normal Design Acceptance p ocess requires. Successful type certification activity leads to the issue of an W C . t Type Record A summaty document that defines the (aircraft) type design at the time f acceptance by 4 the Commonwealth, by providing an index to the issue status of all type d l sign data.

i Unapproved Aeronautical Product Any part, component or material that has not been manufactured nd certified as conforming with the technical data against which type certification is pro ided. I ! Week Week means a period of seven consecutive days.

Working Day i Working day means any day falling between Monday to Friday inclusivle which is not a public holiday.